D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

ALTERNATIVES TECHNICAL REPORT A
August 2017 

Alternatives Technical Report 

FINAL 
D.C. to Richmond Southeast High Speed Rail i Alternatives Technical Report 

TABLE OF CONTENTS 

CHAPTER 1 – EXECUTIVE SUMMARY 

1.1 PROJECT BACKGROUND ....................................................................................................... 1-1 

1.1.1 DC2RVA Tier II Environmental Impact Statement .................................................. 1-1 

1.1.2 PROJECT PURPOSE AND NEED .............................................................................. 1-2 

1.1.2.1 DC2RVA Purpose ......................................................................................... 1-2 

1.1.2.2 Need for the DC2RVA Project .................................................................... 1-4 

1.1.3 AGENCY AND PUBLIC INVOLVEMENT ............................................................... 1-5 

1.2 PROJECT DESCRIPTION ......................................................................................................... 1-6 

1.2.1 Study Area ..................................................................................................................... 1-6 

1.2.2 Project Improvements to Passenger Service .............................................................. 1-8 

1.2.3 Existing and Proposed Passenger Services ............................................................... 1-8 

1.2.4 Project Improvements to Rail Infrastructure .......................................................... 1-12 

1.3 EXISTING CONDITIONS IN THE DC2RVA CORRIDOR ................................................ 1-12 

1.4 PREVIOUS STUDIES AND DESIGNS .................................................................................. 1-15 

1.5 ALTERNATIVES DEVELOPMENT AND SCREENING PROCESS ................................ 1-15 

1.5.1 Rail Alignment Options ............................................................................................. 1-16

1.5.2 Rail Alignment Screening Process ............................................................................ 1-18 

1.5.3 Area Options ................................................................................................................ 1-19 

1.6 RAIL ALIGNMENT SCREENING ........................................................................................ 1-21 

1.6.1 Northern Virginia Area .............................................................................................. 1-21 

1.6.2 Central Virginia Area ................................................................................................. 1-22 

1.6.3 Richmond Area ........................................................................................................... 1-22 

1.7 CROSSING INFRASTRUCTURE OPTIONS ........................................................................ 1-24 

1.8 STATION LOCATION OPTIONS ......................................................................................... 1-26 

1.9 ALTERNATIVES CARRIED FORWARD ............................................................................. 1-28 

1.9.1 Richmond Area Alternatives ..................................................................................... 1-30 
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D.C. to Richmond Southeast High Speed Rail ii Alternatives Technical Report 

CHAPTER 2 – PROJECT LOCATION 

2.1 PROJECT LOCATION .............................................................................................................. 2-3 

2.1.1 Northern Virginia Area ................................................................................................ 2-5 

2.1.2 Central Virginia Area ................................................................................................... 2-5 

2.1.3 Richmond Area ............................................................................................................. 2-8 

2.2 INTERCITY PASSENGER RAIL SERVICE IN THE DC2RVA CORRIDOR ................... 2-10 

2.3 PROJECT DESCRIPTION ....................................................................................................... 2-12 

2.3.1 Rail Infrastructure Improvements ............................................................................ 2-12 

2.3.2 Service Upgrades ........................................................................................................ 2-12 

CHAPTER 3 – EXISTING CONDITIONS IN THE DC2RVA CORRIDOR 

3.1 RAILROADS OPERATING IN THE CORRIDOR ................................................................. 3-8 

3.1.1 CSX Transportation ...................................................................................................... 3-9 

3.1.1.1 The DC2RVA Corridor as a Component of the CSXT Network ............ 3-9 

3.1.1.2 Types of CSXT Freight Trains ................................................................... 3-10 

3.1.1.3 Cab Signaling and Automatic Train Control on the 

RF&P Subdivision ....................................................................................... 3-12 

3.1.1.4 Freight Train Crew Hours of Services ..................................................... 3-12 

3.1.2 Norfolk Southern Railway ......................................................................................... 3-13 

3.1.3 Buckingham Branch Railroad ................................................................................... 3-13 

3.1.4 Amtrak .......................................................................................................................... 3-14 

3.1.4.1 Types of Amtrak Service in the DC2RVA Corridor............................... 3-14 

3.1.4.2 Amtrak Train Frequencies in DC2RVA Corridor .................................. 3-16 

3.1.4.3 Amtrak Stations .......................................................................................... 3-16 

3.1.5 Virginia Railway Express ........................................................................................... 3-18

3.1.5.1 VRE Operations and Train Frequencies .................................................. 3-18 

3.1.5.2 VRE Stations and Their Effect on DC2RVA Corridor Operations ....... 3-19 

3.2 RAIL INFRASTRUCTURE AND OPERATIONS BY SUBDIVISION ............................... 3-20 

3.2.1 Amtrak Washington Terminal District .................................................................... 3-21 

3.2.1.1 Station Activity and Train Volumes ........................................................ 3-23 

3.2.1.2 Platform Configuration Limits Operations ............................................. 3-24 

3.2.1.3 Extended Station Dwell Times Caused by Locomotive Changes ........ 3-24 

3.2.1.4 First Street Tunnel ...................................................................................... 3-24 

3.2.2 CSXT RF&P Subdivision, North Segment: 

Washington, D.C.-Alexandria, VA ........................................................................... 3-25 
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D.C. to Richmond Southeast High Speed Rail iii Alternatives Technical Report 

3.2.2.1 Overview of Conditions Affecting Operations ...................................... 3-27 

3.2.2.2 Long Bridge ................................................................................................. 3-28 

3.2.2.3 Virginia Avenue Tunnel ............................................................................ 3-29 

3.2.2.4 VRE Commuter Stations at L’Enfant and Crystal City ......................... 3-29 

3.2.2.5 Arlington and Crystal City Constraints .................................................. 3-30 

3.2.2.6 Slaters Lane Interlocking ........................................................................... 3-30 

3.2.2.7 Alexandria Station ...................................................................................... 3-31 

3.2.2.8 AF interlocking ........................................................................................... 3-32 

3.2.3 CSXT RF&P Subdivision, Middle Segment: 

Alexandria, VA-Crossroads, VA ............................................................................... 3-32 

3.2.3.1 Franconia Hill and Franconia-Springfield Station ................................. 3-35 

3.2.3.2 Lorton ........................................................................................................... 3-35

3.2.3.3 Woodbridge and Rippon ........................................................................... 3-36 

3.2.3.4 Powells Creek and Potomac Shores ......................................................... 3-37 

3.2.3.5 Possum Point ............................................................................................... 3-37 

3.2.3.6 Quantico ....................................................................................................... 3-39 

3.2.3.7 Arkendale .................................................................................................... 3-39 

3.2.3.8 Brooke and Leeland Road VRE Stations ................................................. 3-39 

3.2.3.9 Dahlgren Junction ....................................................................................... 3-40 

3.2.3.10 Fredericksburg ............................................................................................ 3-40 

3.2.3.11 Crossroads ................................................................................................... 3-43 

3.2.4 CSXT RF&P Subdivision, South Segment: Crossroads, VA-Greendale, VA ...... 3-45 

3.2.4.1 Reduced Crossover Spacing South of Crossroads ................................. 3-47 

3.2.4.2 Summit ......................................................................................................... 3-47 

3.2.4.3 Milford ......................................................................................................... 3-47 

3.2.4.4 Doswell ......................................................................................................... 3-47 

3.2.4.5 Ashland ........................................................................................................ 3-49 

3.2.5 CSXT Richmond Terminal Subdivision: Greendale, VA-West Acca (A-Line: 

North End Subdivision) and Hermitage (S-Line: Bellwood Subdivision) .......... 3-52 

3.2.5.1 Greendale ..................................................................................................... 3-54 

3.2.5.2 Staples Mill Road Station ........................................................................... 3-54 

3.2.5.3 Acca Yard ..................................................................................................... 3-56 

3.2.5.4 Main Line Relocation ................................................................................. 3-57 
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D.C. to Richmond Southeast High Speed Rail iv Alternatives Technical Report 

3.2.5.5 Two Routes Through Richmond .............................................................. 3-58 

3.2.5.6 AY Interlocking ........................................................................................... 3-60 

3.2.5.7 West AY Interlocking ................................................................................. 3-60 

3.2.5.8 South AY Interlocking ................................................................................ 3-60 

3.2.6 CSXT North End Subdivision (A-Line): 

West AY in Richmond, VA-Centralia, VA .............................................................. 3-62 

3.2.6.1 General Description .................................................................................... 3-64 

3.2.6.2 Powhite Parkway and James River Crossing Limits Potential 

Expansion .................................................................................................... 3-64 

3.2.6.3 Meadow ....................................................................................................... 3-65 

3.2.6.4 FA interlocking ........................................................................................... 3-65 

3.2.6.5 Centralia ....................................................................................................... 3-65 

3.2.7 CSXT S-Line North: Bellwood Subdivision, Hermitage-Brown Street in 

Richmond, VA ............................................................................................................. 3-66

3.2.7.1 Overview and Operational Requirements .............................................. 3-66 

3.2.7.2 Hermitage .................................................................................................... 3-68 

3.2.7.3 AM Junction ................................................................................................ 3-68 

3.2.8 CSXT S-Line South: Bellwood Subdivision, Brown Street in Richmond, VACentralia, VA ............................................................................................................... 3-71 

3.2.8.1 Overview...................................................................................................... 3-71 

3.2.8.2 Brown Street and Bone Dry ....................................................................... 3-73 

3.2.8.3 The Triple Crossing and James River Bridge .......................................... 3-73 

3.2.8.4 South Yard ................................................................................................... 3-74 

3.2.8.5 South Richmond to Falling Creek ............................................................ 3-75 

3.2.8.6 Bellwood ...................................................................................................... 3-75 

3.2.8.7 Centralia ....................................................................................................... 3-75 

3.2.9 CSXT Peninsula Subdivision: AM Junction in Richmond, VA-Beulah, VA ....... 3-76 

3.2.9.1 Overview...................................................................................................... 3-76 

3.2.9.2 AM Junction ................................................................................................ 3-78 

3.2.9.3 Main Street Station ..................................................................................... 3-78 

3.2.9.4 Rivanna Junction ......................................................................................... 3-79 

3.2.9.5 Fulton Yard .................................................................................................. 3-79 

3.2.9.6 Darbytown and Fort Lee ............................................................................ 3-80 

3.2.9.7 Beulah ........................................................................................................... 3-80
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D.C. to Richmond Southeast High Speed Rail v Alternatives Technical Report 

3.2.10 Buckingham Branch Railroad: 

AM Junction in Richmond, VA-Doswell, VA ......................................................... 3-81 

3.2.10.1 Overview ..................................................................................................... 3-81 

3.2.10.2 AM Junction ............................................................................................... 3-83 

3.2.10.3 Rich and Atlee Sidings .............................................................................. 3-83 

3.2.10.4 Doswell Diamond Crossing ..................................................................... 3-83 

3.3 ENVIRONMENTAL CONDITIONS ..................................................................................... 3-84 

CHAPTER 4 – PREVIOUS STUDIES AND DESIGNS 

4.1 SEHSR AND NEPA STATUS ................................................................................................... 4-1 

4.2 WASHINGTON, D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL 

CORRIDOR SECTION .............................................................................................................. 4-2 

4.3 RICHMOND TO RALEIGH SOUTHEAST HIGH SPEED RAIL 

CORRIDOR SECTION .............................................................................................................. 4-6 

4.4 RICHMOND TO HAMPTON ROADS SOUTHEAST HIGH SPEED RAIL 

CORRIDOR SECTION .............................................................................................................. 4-6 

4.5 NORTHEAST CORRIDOR FUTURE PLANS ........................................................................ 4-6 

4.6 VIRGINIA AVENUE TUNNEL ............................................................................................... 4-7 

4.7 LONG BRIDGE .......................................................................................................................... 4-7 

4.8 WASHINGTON UNION STATION MASTER PLAN.......................................................... 4-7 

4.9 VIRGINIA RAILWAY EXPRESS CAPITAL IMPROVEMENTS ......................................... 4-8 

4.9.1 3rd Track Project, Hamilton to Crossroads ............................................................... 4-8 

4.9.2 New Spotsylvania Station ............................................................................................ 4-8

4.9.3 New Potomac Shores Station ...................................................................................... 4-8 

4.9.4 STATION ASSESSMENTS (PENTA PLATFORMS PROJECT) .............................. 4-9 

4.10 RICHMOND’S BUS RAPID TRANSIT ................................................................................... 4-9 

4.11 TRI-CITIES AREA MULTIMODAL STATION STUDY ....................................................... 4-9 

4.12 RICHMOND’S RENOVATION OF MAIN STREET STATION .......................................... 4-9 

4.13 VIRGINIA PORT AUTHORITY 2040 MASTER PLAN ...................................................... 4-10 

4.14 CSXT FRAMEWORK AGREEMENTS PHASE I PROJECTS ............................................. 4-10 

4.15 ARKENDALE TO POWELLS CREEK THIRD TRACK ..................................................... 4-11 

4.16 POTOMAC YARD METRORAIL STATION ....................................................................... 4-11 

CHAPTER 5 - ALTERNATIVES DEVELOPMENT AND SCREENING PROCESS 

5.1 RANGE OF ALTERNATIVES .................................................................................................. 5-2 

5.1.1 No Build Alternative .................................................................................................... 5-3 
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D.C. to Richmond Southeast High Speed Rail vi Alternatives Technical Report 

5.1.2 No Additional Track Alternative ................................................................................ 5-3 

5.1.3 Additional Track Alternatives .................................................................................... 5-3 

5.2 DEVELOPMENT OF RAIL IMPROVEMENTS TO MEET PROJECT PURPOSE 

AND NEED ................................................................................................................................. 5-4 

5.2.1 Previous Studies and Design ....................................................................................... 5-5 

5.2.2 Scoping/Public Input ................................................................................................... 5-6 

5.2.3 Engineering Basis of Design ........................................................................................ 5-8 

5.2.4 Preliminary Rail Alignment Development ............................................................... 5-9 

5.2.4.1 Maximum Speed Rail Alignment Unconstrained by Existing 

Right-of-Way ............................................................................................... 5-10 

5.2.4.2 Improved Speed Rail Alignment Constrained to Stay Within 

Existing Right-of-Way ................................................................................ 5-11 

5.2.4.3 Existing Speed on Existing Alignment .................................................... 5-12 

5.2.4.4 Alignment Options Based on Prior Studies ............................................ 5-12 

5.3 RAIL ALIGNMENT SCREENING ........................................................................................ 5-12 

5.3.1 Stage I: Screening Rail Alignments for Fatal Flaws ............................................... 5-13 

5.3.2 Stage II: Screening Rail Alignments for Order-of-Magnitude Environmental 

Impacts ......................................................................................................................... 5-20 

5.3.3 Stage III: Existing Infrastructure Issues ................................................................... 5-21 

5.3.4 Stage IV: Screening Areas with Additional Alignment Options .......................... 5-23 

5.4 FREDERICKSBURG AREA .................................................................................................... 5-23 

5.4.1 No Additional Track in Fredericksburg .................................................................. 5-24 

5.4.2 Adding a Track Through Fredericksburg Along the Existing Corridor ............. 5-25 

5.4.3 Fredericksburg Bypass Alignments ......................................................................... 5-27 

5.4.3.1 West Bypass Alignments ........................................................................... 5-27 

5.4.3.2 East Fredericksburg Bypass Alignment Options ................................... 5-29 

5.4.3.3 Deep Run (Bowman) Spur Bypass ........................................................... 5-29 

5.4.3.4 Massaponax Spur Bypasses ...................................................................... 5-32 

5.4.3.5 Additional Eastern Bypass Alignments .................................................. 5-36 

5.4.3.6 Additional East Bypass Options Developed After December 2015 ..... 5-40 

5.5 ASHLAND AREA .................................................................................................................... 5-44 

5.5.1 No Additional Track (Minor Improvements) in Ashland ..................................... 5-45 

5.5.2 Adding a Track Through Ashland ........................................................................... 5-45 

5.5.3 Ashland Bypass Alignments ..................................................................................... 5-63 

5.5.3.1 Ashland East Bypass Alignments ............................................................ 5-63 
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D.C. to Richmond Southeast High Speed Rail vii Alternatives Technical Report 

5.5.3.2 Ashland West Bypass Alignments ........................................................... 5-77 

5.5.3.3 Buckingham Branch Freight Diversion Alternative for Ashland ........ 5-81 

5.6 RICHMOND AREA OPTIONS .............................................................................................. 5-89 

5.6.1 Single Station Alternatives ........................................................................................ 5-93 

5.6.2 Two Station Alternatives ........................................................................................... 5-98 

5.7 CONSIDERATION OF INFRASTRUCTURE CONSTRAINTS ....................................... 5-100 

5.7.1 Road Overpass Constraints ..................................................................................... 5-101 

5.7.2 At-Grade Road Crossing Constraints .................................................................... 5-101 

5.7.3 Rail Bridge Constraints ............................................................................................ 5-101 

5.8 CONSIDERATION OF STATION LOCATIONS .............................................................. 5-102 

CHPATER 6 – RAIL ALIGNMENT SCREENING 

6.1 INTRODUCTION ...................................................................................................................... 6-1 

6.2 RAIL ALIGNMENT OPTIONS ................................................................................................ 6-5

6.2.1 Rail Operations Review............................................................................................... 6-8 

6.2.2 Run Time Analyses ....................................................................................................... 6-8 

6.2.3 Reasonable and Feasible Track Alignment Options .............................................. 6-11 

6.3 RAIL ALIGNMENT SCREENING PROCESS ...................................................................... 6-12 

6.4 STAGE I SCREENING ............................................................................................................ 6-19 

6.4.1 Stage I Screening Process ........................................................................................... 6-19 

6.4.2 Stage I Screening Results for Northern Virginia .................................................... 6-20 

6.4.3 Stage I Screening Results for Central Virginia ........................................................ 6-27 

6.5 STAGE II SCREENING ........................................................................................................... 6-31 

6.5.1 Stage II Screening Process .......................................................................................... 6-31 

6.5.2 Stage II Screening Results Northern Virginia ......................................................... 6-32 

6.5.3 Stage II Screening Results Central Virginia ............................................................. 6-41 

6.6 STAGE III SCREENING .......................................................................................................... 6-46 

6.6.1 Stage III Screening Process ........................................................................................ 6-46 

6.6.2 Stage III Screening Results ......................................................................................... 6-47 

6.7 STAGE IV SCREENING .......................................................................................................... 6-67 

6.7.1 Fredericksburg Area Alignments ............................................................................. 6-67 

6.7.2 Ashland Area Alignment Screening ........................................................................ 6-75 

6.7.3 Richmond Area Alignment Options ........................................................................ 6-87 

6.7.3.1 Station Location Options ........................................................................... 6-88 

6.7.3.2 Freight Connector Bypass Options .......................................................... 6-94 
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D.C. to Richmond Southeast High Speed Rail viii Alternatives Technical Report 

6.7.3.3 Rail Infrastructure Alternatives by Station Location ............................. 6-97 

6.7.3.4 Richmond Area Rail Infrastructure Options—Screening Results ..... 6-103 

6.7.3.5 Rail Operations Review ........................................................................... 6-116 

CHAPTER 7 – CORRIDOR CROSSING OPTIONS 

7.1 INTRODUCTION ...................................................................................................................... 7-1 

7.2 EVALUATION OF EXISTING ROAD OVERPASSES .......................................................... 7-2 

7.3 EXISTING AT-GRADE ROAD CROSSING ASSESSMENT ................................................ 7-9 

7.3.1 Assessment of Potential Physical Impacts to Existing At-Grade Crossings ....... 7-10 

7.3.2 Evaluation of at Existing At-Grade Roadway-Rail Crossings .............................. 7-17 

7.3.2.1 Existing At-Grade Crossings .................................................................... 7-17 

7.3.2.2 Summary of Proposed Actions ................................................................ 7-18 

7.3.2.3 Summary of Evaluation Process .............................................................. 7-18 

7.3.2.4 Summary of Results .................................................................................. 7-22 

7.4 PEDESTRIAN CROSSINGS ................................................................................................... 7-23 

7.5 RAIL BRIDGE OVER ROAD UNDERPASS EVALUATION ............................................ 7-27 

7.6 RAIL BRIDGES OVER RAIL .................................................................................................. 7-29 

7.7 RAIL GRADE CROSSINGS .................................................................................................... 7-31 

7.8 RAIL STRUCTURES OVER WATERWAYS ........................................................................ 7-32 

CHAPTER 8 – STATION LOCATION OPTIONS 

8.1 STATIONS IN THE DC2RVA CORRIDOR ............................................................................ 8-6 

8.2 STATION LOCATION AND FACILITY CRITERIA .......................................................... 8-12 

8.2.1 Station Location ........................................................................................................... 8-13 

8.2.2 Ridership ...................................................................................................................... 8-14 

8.2.3 Station Categories ....................................................................................................... 8-15 

8.2.3.1 Multi-Modal Services ................................................................................. 8-17 

8.2.3.2 Station Configuration ................................................................................. 8-17 

8.2.3.3 Station Access .............................................................................................. 8-18 

8.2.4 Other Station Regulations and Industry Standards ............................................... 8-19 

8.3 EVALUATION OF EXISTING AND POTENTIAL STATIONS ........................................ 8-20 

8.3.1 Station Location ........................................................................................................... 8-21 

8.3.2 Potential Ridership ..................................................................................................... 8-23 

8.3.3 Station Type ................................................................................................................. 8-26 

8.3.4 Multi-Modal Service ................................................................................................... 8-28 
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D.C. to Richmond Southeast High Speed Rail ix Alternatives Technical Report 

8.3.5 Summary of Potential Station Evaluations ............................................................. 8-32 

8.3.5.1 Crystal City Station (new) ......................................................................... 8-33 

8.3.5.2 Alexandria Union Station (existing) ........................................................ 8-33 

8.3.5.3 Lorton Auto Train Station, Lorton, Virginia ........................................... 8-37 

8.3.5.4 Woodbridge Station, Woodbridge, Virginia ........................................... 8-40 

8.3.5.5 Quantico Station, Quantico, Virginia ....................................................... 8-42 

8.3.5.6 Fredericksburg Station, Fredericksburg, Virginia .................................. 8-45 

8.3.5.7 Spotsylvania Station, Spotsylvania County, VA .................................... 8-47 

8.3.5.8 Carmel Church, Caroline County, Virginia ............................................ 8-50 

8.3.5.9 Vaughn Road (Ashland Station Replacement) ....................................... 8-50 

8.3.5.10 Patrick Road (Ashland Station Replacement) ......................................... 8-52 

8.3.5.11 Ashland Station ........................................................................................... 8-53 

8.3.5.12 Ashcake Road (Ashland Replacement Site), Hanover County ............ 8-54 

8.3.5.13 Cedar Lane, Hanover County ................................................................... 8-58 

8.3.5.14 Greenwood Road, Henrico County ......................................................... 8-58 

8.3.5.15 Mountain Road, Henrico County ............................................................. 8-58 

8.3.5.16 Parham Road, Henrico County................................................................. 8-58 

8.3.5.17 Staples Mill Road Station, Henrico, Virginia .......................................... 8-60 

8.3.5.18 Boulevard Station ....................................................................................... 8-64 

8.3.5.19 Broad Street Station, Richmond, Virginia ............................................... 8-66 

8.3.5.20 Main Street Station ..................................................................................... 8-69 

8.3.5.21 Southern Richmond Suburban Stations .................................................. 8-73 

8.3.5.22 Hull Street Road (Route 360), South Richmond ..................................... 8-73 

8.3.5.23 Warwick/Bells Road, South Richmond .................................................. 8-75 

8.3.5.24 Walmsley Boulevard, South Richmond .................................................. 8-75 

8.3.5.25 Chester Road (Route 288), Chester, Virginia .......................................... 8-75 

CHAPTER 9 - ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

9.1 INTRODUCTION ...................................................................................................................... 9-1 

9.2 BUILD ALTERNATIVES COMMON ELEMENTS ............................................................... 9-8 

9.2.1 Improved Speed Option............................................................................................... 9-8 

9.2.2 No Additional Track Option ....................................................................................... 9-9 

9.2.3 Bypass Alternatives .................................................................................................... 9-10 

9.2.4 Richmond Area Alternatives ..................................................................................... 9-11 
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D.C. to Richmond Southeast High Speed Rail x Alternatives Technical Report 

9.3 BUILD ALTERNATIVE DETAILED DESCRIPTIONS ....................................................... 9-12 

9.3.1 Arlington Alternatives ............................................................................................... 9-12 

9.3.2 Northern Virginia Alternatives ................................................................................. 9-15 

9.3.3 Fredericksburg Alternatives ...................................................................................... 9-21 

9.3.4 Central Virginia Alternatives .................................................................................... 9-27 

9.3.5 Ashland Alternatives .................................................................................................. 9-30 

9.3.6 Richmond Alternatives .............................................................................................. 9-36

9.3.6.1 Alternative 6A — Staples Mill Road Station ........................................... 9-36 

9.3.6.2 Alternative 6B — Boulevard Station ........................................................ 9-37 

9.3.6.3 Alternative 6C — Broad Street Station .................................................... 9-38 

9.3.6.4 Alternative 6D — Main Street Station ..................................................... 9-39 

9.3.6.5 Alternative 6E — Staples Mill Road and Main Street Stations 

Combined—Split Service ........................................................................... 9-39 

9.3.6.6 Alternative 6F — Staples Mill Road and Main Street Stations 

Combined—Full Service ............................................................................ 9-40 

9.3.6.7 Alternative 6G — Staples Mill Road and Main Street Stations 

Combined—Shared Service....................................................................... 9-41 

CHAPTER 10 – REFERENCES 

APPENDICES 

A DC2RVA CORRIDOR SEGMENTS ........................................................................................ A-1 

B GIS DATA LAYERS COLLECTED ......................................................................................... B-1 

C ENVIRONMENTAL RESOURCES MAPBOOK ................................................................... C-1 

D SUMMARY OF PREVIOUS STUDIES ................................................................................... D-1 

E FREDERICKSBURG BYPASS OPTIONS ............................................................................... E-1 

F NOV UNCONSTRAINED ALIGNMENT OPTION MAPBOOK ...................................... F-1 

G NOV CONSTRAINED ALIGNMENT OPTION MAPBOOK............................................. G-1 

H NOV HOLD BRIDGES ALIGNMENT OPTION MAPBOOK ........................................... H-1 

I NOV HOLD BRIDGES AND TANGENTS ALIGNMENT OPTION MAPBOOK............ I-1 

J NOV EAST ALIGNMENT OPTION MAPBOOK ................................................................. J-1 

K NOV WEST ALIGNMENT OPTION MAPBOOK ............................................................... K-1 

L NOV 2006 REPORT ALIGNMENT OPTION MAPBOOK.................................................. L-1 

M NOV BUILD ALTERNATIVE (OPTIMIZED) ALIGNMENT OPTION MAPBOOK ..... M-1 

N CEN UNCONSTRAINED (ALT 1) ALIGNMENT OPTION MAPBOOK ....................... N-1 
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O CEN UNCONSTRAINED (ALT 4) ALIGNMENT OPTION MAPBOOK ........................ O-1 

P CEN CONSTRAINED ALIGNMENT OPTION MAPBOOK ............................................. P-1 

Q CEN HOLD BRIDGES ALIGNMENT OPTION MAPBOOK ............................................. Q-1 

R CEN HOLD BRIDGES AND TANGENTS ALIGNMENT OPTION MAPBOOK ........... R-1 

S CEN EAST ALIGNMENT OPTION MAPBOOK .................................................................. S-1 

T CEN WEST ALIGNMENT OPTION MAPBOOK ................................................................ T-1 

U CEN 2006 REPORT ALIGNMENT OPTION MAPBOOK .................................................. U-1 

V CEN BUILD ALTERNATIVE (OPTIMIZED) ALIGNMENT OPTION MAPBOOK ....... V-1 

W RIC UNCONSTRAINED ALIGNMENT OPTION MAPBOOK ........................................ W-1 

X RIC CONSTRAINED ALIGNMENT OPTION MAPBOOK ............................................... X-1 

Y RIC HOLD BRIDGES ALIGNMENT OPTION MAPBOOK ............................................... Y-1 

Z RIC HOLD BRIDGES AND TANGENTS ALIGNMENT OPTION MAPBOOK ............. Z-1 

AA RIC EAST ALIGNMENT OPTION MAPBOOK ............................................................... AA-1 

BB RIC WEST ALIGNMENT OPTION MAPBOOK ................................................................ BB-1 

CC RIC MAIN STREET STATION ONLY (MSSO) ALIGNMENT OPTION 

MAPBOOK.............................................................................................................................. CC-1 

DD RIC MAIN STREET STATION ONLY WITH FREIGHT CONNECTOR 

BRIDGE (MSSO FREIGHT) ALIGNMENT OPTION MAPBOOK .................................DD-1 

EE RIC STAPLES MILL STATION ONLY (SMSO) ALIGNMENT OPTION 

MAPBOOK............................................................................................................................... EE-1 

FF RIC MAIN STREET AND STAPLES MILL STATIONS - FULL SERVICE 

(MSS-SMS-FS) ALIGNMENT OPTION MAPBOOK ......................................................... FF-1 

GG RIC MAIN STREET AND STAPLES MILL STATIONS - FULL SERVICE WITH 

FREIGHT CONNECTOR BRIDGE (MSS-SMS-FS-FREIGHT) ALIGNMENT 

OPTION MAPBOOK ............................................................................................................. GG-1 

HH RIC MAIN STREET AND STAPLES MILL STATIONS - SHARED SERVICE 

(MSS-SMS-SHS) ALIGNMENT OPTION MAPBOOK .................................................... HH-1 

II RIC MAIN STREET AND STAPLES MILL STATIONS - SPLIT SERVICE 

(MSS-SMS-SS) ALIGNMENT OPTION MAPBOOK ........................................................... II-1 

JJ RIC BROAD STREET STATION ONLY (BSSO) ALIGNMENT OPTION 

MAPBOOK................................................................................................................................. JJ-1 

KK RIC BOULEVARD STATION ONLY - A LINE (BVSO A-LINE) ALIGNMENT 

OPTION MAPBOOK ............................................................................................................. KK-1 

LL RIC BOULEVARD STATION ONLY - S LINE (BVSO S-LINE) ALIGNMENT 

OPTION MAPBOOK .............................................................................................................. LL-1 
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xii Alternatives Technical Report 

MM RIC BOULEVARD STATION ONLY - S LINE WITH FREIGHT CONNECTOR 

(BVSO S-LINE FREIGHT) ALIGNMENT OPTION MAPBOOK .................................. MM-1 

NN RIC FREIGHT CONNECTOR ALIGNMENTS ................................................................. NN-1 

OO PUBLIC AT-GRADE CROSSING ANALYSIS RESULTS SUMMARY .......................... OO-1 

PP VRE STATIONS IN THE DC2RVA CORRIDOR ................................................................ PP-1 

QQ TRACK CHARTS .................................................................................................................. QQ-1 
D.C. to Richmond Southeast High Speed Rail 1-1 Alternatives Technical Report

EXECUTIVE SUMMARY 

The Federal Railroad Administration (FRA) and Virginia Department of Rail and Public 

Transportation (DRPT) have prepared this Alternatives Technical Report as part of a Tier II 

Environmental Impact Statement (EIS) and Service Development Plan (SDP) for the proposed 

development of improvements to passenger rail service and rail infrastructure in the rail travel 

corridor between Washington, D.C. and Richmond, VA (the DC2RVA corridor). The 

Washington, D.C. to Richmond Southeast High Speed Rail Project (known as the DC2RVA 

Project, or Project) is being carried out in compliance with the National Environmental Policy 

Act (NEPA) and implementing regulations, and other applicable laws. The Project is a 

comprehensive planning effort to determine future investments in the corridor that will deliver 

higher speed passenger rail service, increase passenger and freight rail capacity, and improve 

passenger rail frequency and reliability in a corridor shared by growing volumes of intercity 

passenger, commuter, and freight rail traffic. 

This Alternatives Technical Report summarizes the data collection and assessment and 

alternatives development and screening processes used by DRPT to develop a set of potentially 

reasonable alternatives for evaluation in the Tier II EIS. Reasonable alternatives meet the 

Project’s Purpose and Need, are buildable, cost-effective, and have acceptable impacts to 

environmental and community resources. 

Additional technical detail, including sets of corridor-wide maps for various existing conditions 

and possible rail alignment options, are provided in the appendices. 

1.1 PROJECT BACKGROUND 

1.1.1 DC2RVA Tier II Environmental Impact Statement 

The DC2RVA Tier II EIS is being developed as part of a staged approach known as “tiering,” 

which addresses broad programs and issues in an initial (Tier I) analysis, and analyzes sitespecific, project-level (Tier II) proposals and impacts in subsequent studies. Both a programlevel (Tier I) EIS and a project-level (Tier II) EIS follow the same process; the major difference is 

in the level of detail and analysis presented. 

The original Southeast High Speed Rail (SEHSR) Tier I Final EIS, which received a signed 

Record of Decision (ROD) from the FRA and Federal Highway Administration (FHWA) in 2002, 

covered the Washington, D.C., to Charlotte, NC, corridor at a program level, establishing the 

overall project purpose and need and selected preferred rail corridors, and provided a 

programmatic-level environmental analysis. Because of the magnitude of the approximately 500 

mile-long project study area and the conceptual level of project detail, the DRPT, the North 

1
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-2 Alternatives Technical Report 

Carolina Department of Transportation (NCDOT), and their federal partners selected an 

incremental approach in developing the SEHSR program. Key elements of this approach are: 

 Upgrading existing rail corridors instead of developing new corridors 

 Utilizing fossil-fuel burning equipment rather than electric-powered equipment 

 Adding passenger service as market demand increases and/or when funding is 

available 

The incremental approach selected in the SEHSR Tier I ROD seeks to minimize cost and 

potential impacts to the environment by utilizing existing railroad tracks and railroad rights-ofway as much as possible. The DC2RVA corridor is the northernmost segment of the SEHSR 

Corridor, which extends from Washington D.C. through Richmond VA, and from Richmond 

continues east to Hampton Roads (Norfolk and Newport News), VA and south to Raleigh, NC, 

and Charlotte, NC, and then continues west to Atlanta, GA, and south to Florida (Figure 1-1). 

The proposed SEHSR Corridor would extend higher speed rail service from the Northeast 

Corridor (NEC) southward along a designated high speed rail corridor from Washington, D.C. 

to Charlotte, NC, and south to Florida. 

1.1.2 Project Purpose and Need 

A summary of the Project Purpose and Need1 is presented below. 

1.1.2.1 DC2RVA Purpose 

The 2002 SEHSR Tier I EIS established the overall purpose for the SEHSR corridor, which, as 

stated in the Tier I EIS, is to provide a competitive transportation choice to travelers within the 

Washington, D.C. to Richmond, Raleigh, and Charlotte travel corridor. The purpose of the 

current DC2RVA project and Tier II EIS is to carry forward the purpose of the SEHSR Tier I EIS 

within the Washington, D.C. to Richmond segment of the larger SEHSR corridor by identifying 

the infrastructure improvements necessary to provide a competitive transportation choice for 

current and future conditions. The Project is expected to provide multiple benefits to the 

traveling public and the Commonwealth of Virginia, including: 

 Providing an efficient and reliable multimodal rail corridor between Washington, D.C. 

and Richmond and beyond. 

 Increasing the capacity of the multimodal rail system between Washington, D.C. and 

Richmond. 

 Improving the frequency, reliability, and travel time of passenger rail operations in 

Virginia and beyond, and providing a competitive alternative to highway and air travel. 

 Accommodating VRE commuter rail service operations. 

 Accommodating the movement of freight by rail through the corridor, including to and 

from Virginia's ports. 

 

1 A detailed DC2RVA Project Purpose and Need Statement is available on the Project website at 

www.DC2RVArail.com, and is presented in Chapter 1 of the Tier II Draft EIS. 
Atlanta

Raleigh

Columbia

Richmond

Charlotte

Jacksonville

Washington D.C.

Jesup

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Savannah

Hampton Roads

Fredericksburg

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Figure 1-1

SEHSR Corridor

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State Plane Virginia North FIPS 4501 Feet

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Segment Status

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Atlanta

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Tier II EIS - Complete

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Extended

Altanta-SavannahJacksonville:

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Complete

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Washington

D.C. to

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Tier I EIS - Complete
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-4 Alternatives Technical Report 

 Improving modal connectivity with other public transportation systems within the 

corridor to further expand travel options for passengers within Virginia and beyond. 

 Improving multimodal rail operations safety in the corridor. 

 Improving air quality and reducing greenhouse gas emissions by diverting passenger 

trips by automobile and movement of freight by trucks to more environmentally 

sustainable rail transportation. 

Implementing higher speed passenger rail service would also encourage economic 

development in the Commonwealth and along the northeast and southeast travel corridors by 

expanding competitive travel options in the corridor for business and leisure travelers. 

Additionally, because the Project corridor is a multimodal corridor shared by freight, intercity 

passenger, and commuter service, the proposed improvements would also enhance the 

efficiency of freight rail movements within the corridor. Improvements to freight rail operations 

in the corridor would encourage economic development by increasing freight traffic through 

Virginia's ports, and present an opportunity for greater diversion of freight transport from 

congested highways to rail. 

1.1.2.2 Need for the DC2RVA Project 

The Tier I Final EIS and ROD for the SEHSR corridor between Washington, D.C. and Charlotte 

established the needs for the overall SEHSR corridor, including this Project. Current conditions 

experienced in the Project corridor support the Tier I EIS purpose and need and are the 

foundation for the Project today. These conditions include: 

 Population Growth. Population in the corridor and adjacent urban regions continues to 

grow, increasing demand for reliable and safe travel options for passengers. In addition 

to overall population growth, changing demographics in the corridor and adjacent 

urban regions are increasing the demand for passenger rail service. 

 Freight Growth. Demand for freight movement through and within the corridor is 

growing as economic activity and population increase. Ongoing expansion of Virginia's 

deep water ports and intermodal facilities further increases the need for efficient 

shipment of freight. 

 Congestion in the I-95 Corridor. The I-95 corridor between Washington, D.C. and 

Richmond remains congested, despite ongoing and planned improvements. As a result, 

trip times by highway vehicle are not reliable. 

 Air Travel Delays. Travel by air is increasingly at capacity, causing delays that generate 

detrimental economic effects such as lost productivity for travelers and excessive fuel 

consumption. 

 Rail Capacity in the Corridor. The shared freight and passenger rail corridor between 

Washington, D.C. and Richmond is nearing capacity and requires improvements in 

order to effectively and efficiently meet existing and future demands for intercity 

passenger service, commuter passenger service, and freight service. 

 Providing Options for Reliable and Convenient Movement of Goods and People. The 

transportation network must provide options for reliable and convenient movement of 

goods and people in order for the Commonwealth and southeast region's economy to 

remain strong and grow. 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-5 Alternatives Technical Report 

 Air Quality. There is a need to reduce growth of transportation-related mobile source 

emissions and the resultant impacts to air quality. Travel or freight movement by train 

provides a safe and efficient travel mode, and uses less energy and produces fewer 

emissions per passenger or ton of freight moved per mile.

1.1.3 Agency and Public Involvement 

The DC2RVA Tier II EIS is being prepared pursuant to the National Environmental Policy Act 

of 1969. As per the Council of Environmental Quality (CEQ) regulations (40CFR part 1500 et 

seq.) for implementing NEPA and FRA’s Procedures for Considering Environmental Impacts 

(64 FR 28545, May 26, 1999), FRA and DRPT conducted scoping to guide the development of the 

Tier II EIS for the Project. The scoping process invited comments from interested agencies and 

the public to ensure the full range of issues related to the Project are addressed, reasonable 

alternatives are considered, and key issues are identified. To provide an early and open scoping 

process, DRPT and FRA employed many forms of outreach to engage diverse audiences, inform 

them of the Project, and enable them to contribute their input. These efforts culminated in one 

agency scoping meeting, four in-person public scoping meetings, and one self-guided online 

meeting. In total, 3,307 parties participated in the scoping process, providing 1,625 scoping 

comments. A scoping summary report was prepared and is available on the Project website 

(www.DC2RVArail.com). 

Agency and public input during the scoping process identified several alternatives for 

consideration, including some that were determined to be indirectly related to, or nonsupportive of, the Project’s Purpose and Need, such as extending passenger rail service to 

Bristol, VA, or developing a bicycle trail or greenway along the corridor. Suggested alternatives 

and infrastructure options that were potentially related to, or supportive of, the Project’s 

Purpose and Need and were considered further included new track alignments along the 

corridor (including a potential bypass at Ashland and at Fredericksburg), diverting freight 

trains onto the Buckingham Branch Railroad, various operating modes or service levels (to be 

addressed as part of the service planning effort for the Project), the concept that the Richmond 

area be served by only one rail station, and the potential for a new station either in the vicinity 

of the former Broad Street Union Station (now housing the Science Museum of Virginia) in 

Richmond or near the Boulevard and Broad Street intersection. 

Subsequent to the initial scoping efforts, DRPT conducted additional public meetings and 

outreach to local and regional planning and governing bodies, including an initial round of 

three public meetings to present the proposed approach to alternatives development and 

screening based on Project Purpose and Need, including the range of alternatives identified to 

date. A subsequent round of three public meetings was held to present the set of alternatives 

DRPT proposed to carry into the Tier II EIS for further evaluation. These public meetings and 

associated local and regional outreach, and summaries of the comments received from 

stakeholders, agencies, and the public, are available on the Project website 

(www.DC2RVArail.com). 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-6 Alternatives Technical Report 

1.2 PROJECT DESCRIPTION 

Chapter 2 provides a detailed description of the Project and Project location. 

1.2.1 Study Area 

The DC2RVA corridor spans 123 miles along an existing rail corridor owned by CSX 

Transportation (CSXT) between Control Point RO (milepost [MP] CFP 110) in Arlington, VA 

and the CSXT A-Line and S-Line junction at MP A-11 in Centralia, VA (Chesterfield County) 

(Figure 1-2). At the northern terminus in Arlington, VA, the Project limit ends at the southern 

approach to Long Bridge, a double-track rail bridge carrying the rail corridor over the Potomac 

River to Washington, D.C. The Project corridor follows the CSXT Richmond, Fredericksburg & 

Potomac (RF&P) Subdivision from the Potomac River to Richmond. The southern terminus in 

Centralia is the junction of two CSXT routes that begin in Richmond and rejoin approximately 

11 miles south of the city. The theoretical study area for ridership and revenue estimation, and 

rail operations and capacity modeling extends beyond the physical Project limits north to Union 

Station (which is owned by Amtrak) in Washington, D.C., and the Northeast Corridor (NEC) 

and south to Norfolk and Newport News, VA and to cities in North Carolina and beyond to 

Florida. The northern section of the DC2RVA corridor is shared with Virginia Railway Express 

(VRE), which operates commuter rail service from Washington Union Station to Spotsylvania, 

just south of Fredericksburg, VA. 

Additional segments of the Project include approximately 8.3 miles of the CSXT Peninsula 

Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County, VA east of Richmond 

to AM Junction in downtown Richmond, and the approximately 26-mile Buckingham Branch 

Railroad (BBRR) from AM Junction to the RF&P Subdivision Crossing (MP CA-111.8) north of 

Richmond in Doswell, VA. 

In Arlington, the Project connects to existing CSXT track extending across the Potomac River on 

the Long Bridge into Washington, D.C. and Union Station, the southern terminus of Amtrak’s 

NEC. The District Department of Transportation (DDOT) is currently studying rail operation 

and capacity needs across the Long Bridge and extending to Union Station. In downtown 

Richmond, the Project connects to both the Richmond to Raleigh segment of the SEHSR corridor 

and the Richmond to Hampton Roads segment of the SEHSR corridor. The Project corridor 

overlaps with both of these SEHSR segments between Main Street Station in Richmond and 

Centralia. The Project’s southern boundary extends to Centralia to include an analysis of the 

complete CSXT network on the S-Line and A-Line from Centralia through Richmond as part of 

the SEHSR corridor. 
!

!

!

!

A 011

CFP 006

CFP 053

CFP 110

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DC2RVA Project

Corridor

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State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 6 12

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! CSXT Mileposts

DC2RVA Project

Corridor

Virginia Rail Lines

DC2RVA Project

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Central Virginia

Richmond

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Figure 1-2

Basemap Source: 2015 USGS

Topographic Map

RF&P

RF&P

A-Line

Buckingham

Branch

Railroad

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S-Line

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Subdivision

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(RO)

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EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-8 Alternatives Technical Report 

1.2.2 Project Improvements to Passenger Service 

The DC2RVA Project identifies specific rail infrastructure improvements and service upgrades 

to deliver higher speed passenger rail, improve conventional speed passenger service, expand 

commuter rail, and accommodate growth of freight rail service, in an efficient and reliable 

multimodal rail corridor. The increased capacity will improve passenger rail service frequency, 

reliability, and travel time in a corridor shared by growing volumes of intercity passenger, 

commuter, and freight rail traffic (Figure 1-3). 

FIGURE 1-3: RAIL SERVICE BENEFITS 

1.2.3 Existing and Proposed Passenger Services 

Amtrak currently operates four types of intercity passenger trains2 through the DC2RVA 

corridor, as described below and shown in Figure 1-4: 

 Northeast Regional (Virginia) trains operating in Virginia are extensions of intercity 

NEC trains from Boston and New York that continue south of Washington, D.C. to 

points in Virginia. These trains, which operate under the brand name “Northeast 

Regional,” and referred to as “Northeast Regional (Virginia)” in this document, provide 

regional passenger service in the DC2RVA corridor and make frequent station stops to 

board and detrain passengers. The Commonwealth of Virginia currently provides 

financial support for the operation of the Northeast Regional (Virginia) service. 

 Interstate Corridor (Carolinian) trains are intercity passenger trains that operate 

through Virginia and into North Carolina. Currently one Interstate Corridor train, 

named the Carolinian, operates on the DC2RVA corridor, making a daily round-trip 

 

2 Long distance, interstate corridor (Carolinian), and Northeast Regional (Virginia) passenger trains are FRAdesignated classes of passenger trains, based on type of service and length of each train’s service corridor (see 

Chapter 2). 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-9 Alternatives Technical Report 

between New York and Charlotte that includes several station stops in the DC2RVA 

corridor. The State of North Carolina currently provides financial support for the 

operation of the Interstate Corridor (Carolinian) service. 

 Long Distance trains operate on routes of 750 miles in length or more, and are part of 

Amtrak’s National Network. In 2015, Long Distance trains provided four daily roundtrips in Virginia that used all or part of the DC2RVA corridor, and a fifth Long Distance 

train operated three times per week in the segment of the corridor between Washington 

and Alexandria. The Long Distance trains have limited station stops in the DC2RVA 

corridor. 

 Auto Train is a unique Long Distance service that operates as a daily nonstop overnight 

train between dedicated station facilities in Lorton, VA and Sanford, FL, and uses a mix 

of equipment to carry both rail passengers and their personal vehicles. 

Future passenger rail services anticipated as a result of the Project will include the following: 

 All existing Amtrak passenger trains currently operating in the DC2RVA corridor. 

 Four new Interstate Corridor (SEHSR) passenger trains operating daily round-trips from 

Charlotte and Raleigh, NC to Washington, D.C. and New York via the DC2RVA corridor 

and the NEC. These four new Interstate Corridor (SEHSR) trains are anticipated to make 

limited stops within the DC2RVA corridor. 

 Five new Northeast Regional (SEHSR) trains operating daily round-trips from 

Richmond, Norfolk, and Newport News, VA to Washington, D.C., New York, and 

Boston via the DC2RVA corridor and the NEC. 

Figure 1-5 shows the proposed new passenger services in the DC2RVA corridor that the Project 

is intended to support in conjunction with existing passenger train frequencies. All intercity 

passenger trains, whether existing or planned, will benefit from the increased track speeds to be 

achieved as part of the Project’s corridor-wide upgrades to track and signal systems. New and 

existing intercity passenger trains are anticipated to achieve a maximum allowable speed of 90 

mph in the DC2RVA corridor, with the exception of the Auto Train. In addition, all trains 

(intercity passenger, commuter, and freight) will benefit from improvements in reliability and 

performance resulting from corridor-wide improvements to train operating capacity, as well as 

corridor-wide upgrades to existing track, signal systems, and stations and platforms. 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-10 Alternatives Technical Report 

FIGURE 1-4: CURRENT (2015) PASSENGER TRAIN FREQUENCIES IN THE DC2RVA CORRIDOR 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-11 Alternatives Technical Report 

FIGURE 1-5: FUTURE DC2RVA CORRIDOR PASSENGER TRAIN FREQUENCIES AFTER PROJECT 

COMPLETION 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-12 Alternatives Technical Report 

1.2.4 Project Improvements to Rail Infrastructure 

Specific improvements to the existing rail infrastructure between Arlington, VA and Centralia, 

VA include: 

 Corridor-wide improvements to train operating capacity. These improvements will 

accommodate more efficient and reliable operation of intercity passenger, commuter, 

and freight rail service with increased frequency, reliability, and speed. Infrastructure 

capacity improvements will include an additional main track along most of the corridor, 

additional sidings, crossovers, yard bypasses and leads, and other capacity 

improvements at certain locations. 

 Corridor-wide upgrades to existing track and signal systems to achieve higher 

operating speeds. These improvements include upgrades to achieve operating speeds 

up to a maximum allowable speed of 90 mph for both intercity and commuter passenger 

trains, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 Station and platform improvements for Amtrak stations. These projects will improve 

the efficiency of railroad operations, improve quality of service, improve accessibility, 

and accommodate increased ridership. 

The Tier II EIS being completed for the Project will assess the environmental impacts of these 

improvements and identify ways to avoid, minimize, or otherwise mitigate such impacts. The 

Project may include locations for new or replacement intercity passenger stations on the Project 

corridor. The Project will accommodate, but does not include improvements planned by 

Virginia Railway Express (VRE) for its commuter platforms and stations. Additionally, the 

Project may include capacity improvements adjacent to the rail corridor to address congestion 

in the Richmond area. Studies in support of the Project will address passenger and freight rail 

operations and service between Union Station in Washington, D.C. and Richmond and beyond, 

but the Project does not include physical improvements to the Long Bridge across the Potomac 

River or to rail infrastructure within Washington, D.C. Other projects will address 

improvements to the rail infrastructure north of Arlington and south of Centralia along the 

SEHSR corridor. 

1.3 EXISTING CONDITIONS IN THE DC2RVA CORRIDOR 

Chapter 3 of this report provides an overview of train operations and track infrastructure in the 

DC2RVA corridor and includes reference to both Appendix B [Geographic Information System 

(GIS) Data Received for DC2RVA] and Appendix C (DC2RVA Project Corridor Maps). 

CSXT is the owner and operator of the trackage in the DC2RVA corridor and provides freight 

service. CSXT leases this project entire corridor between the Buckingham Branch Railroad 

(BBRR), Amtrak, and VRE. The DC2RVA project limits extend approximately 123 miles from 

the CSXT control point (CP) RO, milepost (MP) CFP-110, located just south of the Potomac 

River Bridge in Arlington, VA, south to the CSXT A-Line/S-Line junction in Centralia, VA 

(Chesterfield County) at MP A-11. Additional segments of the Project include approximately 8.3 

miles of the CSXT Peninsula Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico 

County to AM Junction in Richmond, VA (just north of Main Street Station), and the 

approximately 26-mile BBRR from AM Junction to the crossing of the CSXT RF&P Subdivision 

in Doswell, VA (at MP CA-111.8). Trackage beyond the project limits north of Arlington to 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-13 Alternatives Technical Report 

Washington Union Station is also included for project activities related to ridership and 

operations modeling. 

Three other railroads have operating rights on the corridor: Amtrak provides state-supported 

corridor trains/service (aka “regional service”) and long-distance trains/service along the 

length of the corridor; VRE provides commuter rail service from Crossroads (Spotsylvania 

County) north to Washington Union Station; and Norfolk Southern (NS) provides freight 

service on a limited section north of Alexandria, VA. The BBRR provides freight service on a 

route within the project area that it leases from CSXT. CSXT has agreements with VRE and 

Amtrak that give passenger and commuter trains priority during the morning and evening rush 

hours (6 a.m. to 9 a.m. and 4 p.m. to 7 p.m. on weekdays). 

While the existing track and signals and communication systems in the DC2RVA corridor have 

been modernized to meet current standards, the rail alignments and available rights-of-way are 

those of a mid–19th century railroad, and in many areas do not efficiently support current train 

operations, especially given the increase in intercity passenger, commuter, and freight 

operations which have occurred over the years. The current system’s operations and 

infrastructure pose constraints and limitations to achieving the DC2RVA Purpose and Need of 

improved intercity passenger rail service with added frequency, improved reliability, and 

reduced travel time. Chapter 3 summarizes some of the rail network conditions that potentially 

affect the Project. 

In addition to the rail operations and infrastructure conditions noted above (and described in 

greater detail in Sections 3.1 and 3.2), there are many sensitive natural and man-made resources 

along the DC2RVA corridor that could be affected by the Project improvements or pose 

limitations to how the Project is developed. Existing information on the type and extent of 

corridor environmental resources has been compiled and assembled in a GIS, described in 

Section 3.3 (Appendix C). Some of the key resources of concern to the Project identified within 

the GIS system include: 

 Waterways. The rail corridor runs north-south, while most waterways drain from west 

to east towards the Chesapeake Bay. As a result, the corridor crosses numerous large, 

moderate and small waterways using a combination of bridges and culverts. The 

potential need for additional bridge capacity over large waterways such as the 

Occoquan River, Neabsco Creek, Powells Creek, Aquia Creek, Potomac Creek, 

Rappahannock River, Chickahominy River, and James River can add substantial design 

constraints, permitting, and construction costs to the Project. 

 Wetlands. Along with the numerous waterways are extensive areas of wetlands, 

protected by federal and state regulations. Any Project activities proposed within these 

protected areas must satisfy regulatory agency requirements. The central portion of the 

corridor, in particular, has extensive areas of wetlands bordering the corridor. 

 Floodplains. Floodplains are identified alongside most of the waterways, and could 

restrict Project design. 

 Endangered & Threatened Species. If found within the area affected by the Project, 

endangered and threatened species could be a concern, and could restrict project design 

and/or construction. 
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-14 Alternatives Technical Report 

 Urban/suburban land uses. The corridor travels through heavily developed urban and 

suburban areas, particularly in Northern Virginia and near Richmond. There are many 

areas where residential neighborhoods and commercial/industrial development abuts 

the right-of-way, and in Fredericksburg, VA and Ashland, VA, the corridor travels 

through the historic central business districts. 

 Existing infrastructure. The corridor is crossed by almost 100 roads at grade, and 

another 100 overpasses carrying highways or pedestrian crossings over the tracks. The 

Project must be compatible with this infrastructure, or include improvements to the 

road/rail crossings. In addition, sections of the corridor right-of-way are shared with 

utilities, including fiber optic and power transmission lines, and petroleum pipelines. 

 Minority and low-income populations. Minority and low-income populations exist 

throughout the 123-mile corridor, including distinct areas along the corridor in Northern 

Virginia, Fredericksburg, Richmond, and Chesterfield County. The Project’s alternatives 

will be evaluated to ensure they do not have disproportionately high and adverse 

human health or environmental effects on minority and low-income populations along 

the corridor. 

 Historical resources. The corridor runs through some of the oldest-settled portions of 

Virginia. From early Native American tribes seeking food supplies from the area 

waterways to Civil War soldiers seeking respite from the battlefields, the area has been 

the locale of historical activities for millennia – activities that resulted in the presence of 

thousands of historic buildings and archaeological sites which could restrict project 

design and construction. 

 Parks and playgrounds. Publicly-owned parks, playgrounds, and other recreation areas 

are generally protected against use for transportation projects unless no other prudent or 

feasible alternative exists; many such publicly-owned parks and recreation areas are 

near the corridor. 

 Wildlife/waterfowl Refuges. Wildlife and waterfowl refuges are also protected from 

use for transportation projects, and can restrict project design. 

 Conservation lands. Lands purchased or developed under the Land and Water 

Conservation Fund program or otherwise protected through conservation easements 

can impose limitations on project design and construction activity. 

 Cemeteries. Cemeteries, whether community facilities or family plots that are no longer 

maintained, are sensitive resources and can impose limitations on project design. 

 Hazardous waste sites. The corridor travels through many industrial and commercial 

areas with sites listed on the National Priority List (NPL), Resource Conservation and 

Recovery Act (RCRA) Corrective Action Facility list, Comprehensive Environmental 

Response, Compensation, and Liability Information System (CERCLIS) list3, or other 

 

3 In 2014, the U.S. Environmental Protection Agency (USEPA) announced the retirement of CERCLIS, and its 

replacement with the Superfund Enterprise Management System (SEMS). However, SEMS data did not become 

available until 2016. DRPT has accessed data from CERCLIS and SEMS to screen and evaluate project conditions and 

alternatives.
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-15 Alternatives Technical Report 

state or local lists of potential hazardous materials or wastes that can pose a health or 

safety risk during construction or operation of the Project. 

1.4 PREVIOUS STUDIES AND DESIGNS 

Chapter 4 provides an overview of some of the previous and ongoing rail planning studies in 

the DC2RVA corridor and adjacent sections of the larger SEHSR corridor. The chapter includes 

the NEPA status of different areas of the SEHSR corridor and the current plans and projects 

underway in the area. A detailed list of previous and ongoing studies reviewed for the 

DC2RVA project is provided as Appendix D. 

1.5 ALTERNATIVES DEVELOPEMENT AND SCREENING PROCESS 

Chapter 5 presents an overview of the alternatives development and screening process for the 

DC2RVA project. The process established a range of rail alignments and improvement 

alternatives for consideration and then systematically evaluated and screened the range of 

alternatives down to potentially reasonable alternatives for detailed analysis in the Draft EIS. 

Reasonable alternatives are those that meet the established Purpose and Need, are buildable, 

cost-effective, and are anticipated to have acceptable levels of impact to the human and natural 

environments. 

The alternatives development process for DC2RVA began with the scoping process and the 

development of preliminary rail alignments as the initial basis for project build alternatives, 

recognizing that adding a main line track and/or the potential realignment of the existing main 

line tracks is the driver for many of the other project-related improvements and potential 

impacts. Rail alignments—i.e., the location and configuration of the main line tracks—were then 

screened for possible impacts to key environmental resources. The rail alignments were also 

used to identify potential modifications to associated highway and rail crossing infrastructure 

and existing and potential stations. Developing potential rail alignments was an iterative 

process. Rail alignment modifications were made to avoid or minimize potential adverse effects 

on environmental resources and existing infrastructure, and to minimize the need for additional 

new infrastructure, while preserving the ability of that alignment to meet the Project’s Purpose 

and Need. The final screening evaluation process focused on each rail alignment’s ability to add 

capacity to the corridor, reduce trip times based on increased track design speed and increase 

the reliability of rail operations as defined by the Purpose and Need. 

Preliminary rail alignment options were developed for each of the segments along the 123-mile 

corridor. The reasonable rail alignment options for each segment were then combined to form 

corridor-wide alternatives, including the following range of alternatives: 

 No Build Alternative. The No Build Alternative represents the existing conditions in the 

corridor without the Project, both now and projected into the future, and including other 

reasonable and foreseeable projects that may be implemented. The specific 

characteristics of the No Build Alternative will be defined for the corridor and described 

further in the Draft EIS. While the No Build alternative by definition does not meet the 

Project’s Purpose and Need, it is a required part of the NEPA process and is carried 

forward into the Draft EIS for detailed analysis at the corridor level. 

 No Additional Track (Minor Improvements) Alternative. This alternative includes 

minor improvements to signals and communications systems, at-grade crossing safety 
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D.C. to Richmond Southeast High Speed Rail 1-16 Alternatives Technical Report 

systems, additional crossovers between existing main line track, additional sidings, and 

realignment or shifting of track within the existing right-of-way or other minor rail 

infrastructure improvements work. The No Additional Track Alternative does not 

include additional main line track. No Additional Track, similar to No Build, does not 

meet the Project’s Purpose and Need for the corridor. However, within individual 

segments and sub-segments the No Additional Track Alternative could meet the 

Project’s Purpose and Need and could be a viable alternative where the existing number 

of main line tracks provides sufficient capacity through that segment and in subsegments of the corridor, and where the build alternatives present unacceptable levels of 

impact to the human and natural environments. Additionally, segment-level No 

Additional Track Alternatives could be combined with other build alternatives as part of 

a larger corridor build alternative. 

 Corridor Build Alternatives. The Corridor Build Alternatives are primarily based on 

adding an additional main line track and/or shifting existing rail alignments to gain 

additional capacity and reduced trip time. These build alternatives include: 

– Corridor-wide upgrades to existing track and signal systems to achieve higher 

operating speeds, including curve realignments, higher-speed crossovers between 

tracks, passing sidings, and grade crossing improvements. 

– Corridor-wide improvements to train operating capacity to achieve higher passenger 

train service frequency and reliability, including an additional main track along most 

of the corridor, and additional controlled sidings, crossovers, yard bypasses and 

leads, and other capacity and reliability improvements at certain locations. 

– Station and platform improvements for Amtrak stations and rail alignments 

accommodating additional and/or extended VRE platforms and/or other 

improvements. 

1.5.1 Rail Alignment Options 

A number of different resources were used to identify rail improvement alternatives in the 

DC2RVA corridor. Previous studies such as the SEHSR Tier I EIS were referenced, as was 

feedback received during agency and public scoping conducted for the DC2RVA Tier II EIS. An 

engineering Basis of Design (BOD) for track and station improvements was also adopted to 

inform the design standards of potential improvements. The rail improvement alternatives 

developed would add new track capacity, realign track to allow greater speeds, modify 

highway crossings to accommodate the new rail infrastructure, and improve stations and 

platforms to meet the Project’s Purpose and Need. Several past studies identified potential 

improvements which were integrated into the Project. 

The options, as illustrated in Figure 1-6, include a combination of maximizing train speed, 

maintaining or improving train speed, and minor improvements within and outside of the 

right-of-way, as follows: 

1. Maximum Speed Option. Would add one new main track and realign existing main 

tracks to achieve the maximum allowable speed of 90 mph throughout most of the 

corridor, unconstrained by existing right-of-way. While this alignment would optimize 

the track design speed, it would require substantial acquisition of new right-of-way, and 

would generally have greater impacts to environmental resources and infrastructure. 
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2. Improved Speed Alignment Option. Would add one new main track and realign 

existing main tracks to improve speed up to 90 mph to the extent possible while staying 

within the existing right-of-way. For this alignment option, speeds were increased 

where feasible with the intent to add capacity and improve travel times throughout the 

corridor. This alignment option would increase track design speed for many segments of 

the corridor, while limiting impacts and property acquisition outside the right-of-way. 

Three variations of this option were developed: 

a) Constrained—Would add one track and realign existing tracks to improve speed, 

would be constrained to CSXT-owned right-of-way. 

b) Hold Bridges—Would add one track and realign existing tracks except at crossings 

of major rivers/roads, where the alignment of the existing rail bridges would 

continue to be used for existing track to reduce potential impacts. 

c) Optimized Improved Speed (Hold Bridges/Tangents)—Would add one track and 

realign existing tracks in curves to improve speed, while continuing to use existing 

rail bridges and maintaining existing sections of straight (tangent) track; would 

optimize the use of existing rail infrastructure while also seeking to achieve the 

maximum design speed of 90 mph where practical while reducing potential impacts. 

3. Existing Speed Option. Would add one new main track to either side of the existing 

track while maintaining existing speed. This alignment option would add capacity to the 

system but would not improve track design to support passenger trains at a 90 mph 

maximum allowable speed. There are two versions of this alignment option: 

d) West Track Addition—Would add one new track to the west side of existing main 

line 

e) East Track Addition—Would add one new track to the east side of existing main line 

4. No Additional Track (Minor Improvements): Would include small shifts of existing 

curves (typically moving track center lines less than 10 feet and within the existing rightof-way), as well as minor improvements to signals, communications systems, at-grade 

crossings, crossovers, and sidings. 
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FIGURE 1-6: RAIL ALIGNMENT OPTIONS 

1.5.2 Rail Alignment Screening Process 

The rail alignments described above were evaluated for potential impacts to major 

environmental resources, associated highway infrastructure, compatibility with existing and 

potential station platforms, and the alignment’s ability to meet the DC2RVA Purpose and Need. 

A screening process was developed to systematically evaluate and screen the range of 

alignment options in order to identify reasonable rail alignments for detailed analysis in the 

Draft EIS. The screening process was composed of four stages (Figure 1-7): 
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D.C. to Richmond Southeast High Speed Rail 1-19 Alternatives Technical Report 

FIGURE 1-7: DC2RVA RAIL ALIGNMENT SCREENING PROCESS 

 Stage I. Evaluation of rail alignments outside the existing right-of-way for potential 

impacts to key environmental resources. 

 Stage II. Evaluation of rail alignments for order of magnitude impacts on additional 

environmental resources, within and outside the existing right-of-way 

 Stage III. Evaluation of rail alignments for effects on existing infrastructure, including 

at-grade crossings, roadway overpasses, and rail bridges over roads or waterways. 

 Stage IV. Evaluation of additional rail alignments, including bypasses, in areas of 

special concern (Fredericksburg, Ashland, and Richmond). 

1.5.3 Area Options 

DRPT identified three areas—Fredericksburg, Ashland, and Richmond—where additional 

review was warranted to identify potentially reasonable rail alignments. In the historic 

communities of Fredericksburg and Ashland, where the rail corridor has limited right-of-way, 

an evaluation of new bypass alignments outside existing right of way occurred as a possible 

option in lieu of adding a third track at-grade through the respective towns. In Ashland, DRPT 
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also evaluated above-grade and below-grade alternatives for adding a third track. In Richmond, 

the existing dense urban development, grade changes, and historic rail configuration limit 

opportunities to improve travel time, plus there were two existing rail lines (A-Line and S-Line) 

moving north-south through Richmond and multiple existing and potential station locations to 

consider. Because of these factors, preliminary rail alignments and other improvements for the 

Richmond area were developed based on serving potential station locations and passenger train 

routes, and the potential improvements largely utilized existing right-of-way. 

In Fredericksburg, adding an additional main track at-grade through the city and over the 

Rappahannock River along the existing corridor could impact historic resources. As a possible 

alternative, DRPT considered multiple bypass configurations using 1 track, 2 tracks or 3 tracks 

along multiple routes. DRPT determined a two-track bypass designed to carry through freight 

trains around the city has the potential to meet the Project’s Purpose and Need. Under the 

bypass options, the Fredericksburg station would continue to serve Amtrak and VRE trains 

using the existing two track corridor through the city. Potential bypass routes were screened 

using the same evaluation process (Stage I, Stage II, and Stage III) described above for other rail 

alignment options. 

In Ashland, adding an additional main track through the town along the existing corridor could 

impact historic resources, affect local roads and traffic, land use, and other aspects of the human 

environment. As possible alternatives, DRPT considered multiple options for adding a track 

through town, including adding a track east or west of the existing two tracks at-grade, adding 

a track at-grade and shifting the existing tracks to center the alignment along the street axis, 

elevating one or more tracks through town, and placing one or more tracks below grade in a cut 

and cover or deep bore tunnel. DRPT also considered multiple bypass configurations using 1 

track, 2 tracks, or 3 tracks along multiple routes. DRPT determined a two-track bypass 

designed to carry through freight and passenger trains around the town could potentially meet 

the Project’s Purpose and Need, and evaluated 2 track bypass alignments east and west of town. 

The bypass routes were screened using the same evaluation process described above for other 

rail alignment options. DRPT also evaluated a freight bypass option, where some CSXT freight 

trains would be re-routed onto an improved BBRR from Doswell to AM Junction, bypassing 

Ashland and Acca Yard to the south, and thereby opening additional capacity on the existing 

two tracks through Ashland. In combination with many of these options, DRPT considered 

station and service options in Ashland, including improving the existing downtown station, 

relocating the service to a new station just south of Ashcake Road, among other possible 

locations, and eliminating intercity passenger service to Ashland. 

In Richmond, DRPT identified rail alignment and infrastructure improvement options based on 

potential station locations and service combinations. Identification of rail alignments and 

improvements in the Richmond area for screening consisted of the following steps: 

1. Identify potential station locations from existing and past station locations, station 

locations proposed during project scoping, and preliminary assessments of track and 

roadway configurations (described in detail in Chapter 8). The identification of potential 

station locations included both two station combinations and the possibility of having 

only one station serve the Richmond area. 

2. Define the passenger and freight service operational requirements through the 

Richmond area for each station location option. 
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3. Identify the rail alignment and infrastructure requirements for each station location 

option such that passenger and freight service requirements are met. 

4. Screen the rail alignment and infrastructure requirements for each station location 

option using the Stage I, II, and III criteria applied to other rail alignment options. 

1.6 RAIL ALIGNMENT SCREENING 

Chapter 6 presents the results of the Stage I, II, and III screening and consideration of rail 

operations and run times, for rail alignment options on a segment by segment basis. 

1.6.1 Northern Virginia Area 

DRPT eliminated the Maximum Speed alignment options during screening due to their 

relatively high levels of impacts to the human and natural environment. The three stage process 

for how elimination determinations are made is further detailed in Chapter 6 of this report. The 

Improved Speed alignment option (Hold Bridges/Hold Tangents) was advanced as the 

reasonable and feasible track alignment for most segments in the Northern Virginia Area. The 

objective of the Improved Speed alignment is to attain a track design speed of 90 mph where 

practical within the existing right of way. However, there are portions of many segments in the 

Northern Virginia area where it is not practical to design track for 90 mph, either due to limited 

right of way, site constraints, or rail operations constraints4. In these portions of track, the 

Improved Speed alignment seeks to improve speed up to the limiting speed on either end. . In 

some segments in the Northern Virginia Area, a third main track is already available or under 

construction, and an additional main track may not be needed. In these segments, the No 

Additional Track Option was advanced. The No Additional Track Option includes shifting 

track in some curves to improve speed. Overall, between the Improved Speed (Hold 

Bridges/Hold Tangents) and No Additional Track Improvements, most of the Northern 

Virginia Area would have track improved for speeds of 79 mph, with some sections designed 

for up to 90 mph (current track speeds top out at 69 mph.) The Existing Speed East and West 

alignment options each had one segment that advanced through these screenings. However, 

the Existing Speed alignments do not accommodate improving speed on the curves in the 

corridor. Therefore, DRPT advanced the Improved Speed alignment options with modifications 

to the curves where possible within the existing right-of-way to improve rail operating speed. 

In the Fredericksburg area, DRPT selected for further evaluation an east bypass route for a two 

track through freight and passenger train bypass as an alternative to adding a third track atgrade through the city along the east side of the existing corridor. The bypass would extend 

east from the main track along the Dahlgren Spur in Stafford County, then south on new 

alignment across the Rappahannock River and through Spotsylvania County and Caroline 

County to re-connect with the main track just south of VRE’s Crossroads yard. 

 

4 For example, a section of track with multiple curves and limited tangent track between curves may not be capable of 

supporting 90 mph train operations, particularly if the limiting speed in the curves is less than 90 mph and there is 

insufficient distance between curves for a passenger train to accelerate to 90 mph and then de-accelerate to the 

limiting speed without wasting fuel. 
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1.6.2 Central Virginia Area 

In the Central Virginia area there were more opportunities to increase passenger train speeds to 

90 mph within the existing right-of-way. DRPT eliminated the Maximum Speed alignment 

options during the screening due to their relatively high levels of impacts to the human and 

natural environment outside the right-of-way. The Improved Speed alignment option was 

advanced as the reasonable and feasible track alignment for the Central Virginia area. The 

Existing Speed East and West alignments are eliminated from further consideration because 

they do not accommodate improving speed and, therefore, are not preferred. 

In Ashland, DRPT determined to further evaluate four build alternatives. DRPT advanced an 

alternative to maintain two tracks through Ashland while adding a third track north and south 

of Ashland (this alternative is also referred to as the “no additional track” or “minor 

improvements” alternative). Station options for this alternative include improving the existing 

downtown station, re-locating the service to a new station just south of Ashcake Road, or 

discontinuing service to Ashland. DRPT also advanced two alternatives to add a track at-grade 

through Ashland, placing a third track to the east of the existing two tracks (also with the same 

station options), and adding a track while centering all three tracks along Center Street with 

service provided from a new station just south of Ashcake Road. A western bypass route for a 

two-track freight and through passenger train bypass was selected by DRPT for further 

evaluation as an alternative to adding a third track through town. The bypass, all in Hanover 

County, would extend from north of the Town’s boundaries in a bell-shaped curve to the west 

and then re-connect to the main track south of Ashcake Road. Station options for the western 

bypass include improving the existing downtown station or re-locating the service to a new 

station just south of Ashcake Road. Details to these alternatives are represented in Chapter 5. 

1.6.3. Richmond Area 

DRPT identified a range of existing and possible station locations, developed a set of track and 

rail infrastructure improvements specific to each station location option, and then screened the 

rail infrastructure improvements following the screening process described above. The 

screening of Richmond station alignment options did not eliminate any station locations (see 

Figure 1-8), but did define the rail infrastructure improvements determined to be reasonable for 

further evaluation. 
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FIGURE 1-8: RICHMOND AREA EXISTING AND PROPOSED STATIONS 

The following rail alignment sets (defined by station location options) were selected by DRPT to 

be carried forward for further evaluation in the Draft Tier II EIS:

One Station Options 

 Staples Mill Road Station Only. All long distance, Interstate Corridor (SEHSR), and 

Northeast Regional (SEHSR) passenger trains moving north-south through Richmond 

would be routed through Staples Mill Road Station to Centralia using the A-line; 

Northeast Regional (Virginia) service to Newport News would continue from Staples 

Mill Road Station past Main Street Station on the Peninsula Subdivision. Main Street 

Station would be closed. 

 Boulevard Station Only. All long distance, Interstate Corridor (SEHSR), and Northeast 

Regional (SEHSR) passenger trains moving north-south through Richmond would be 

routed through a new Boulevard Station and then to Centralia using (a) the A-line and 

an elevated loop track, or (b) the S-line; Northeast Regional (Virginia) service to 

Newport News would continue from the new Boulevard Station on the Peninsula 

Subdivision. Both Staples Mill Road Station and Main Street Station would be closed. 

 Broad Street Station Only. All long distance, Interstate Corridor (SEHSR), and 

Northeast Regional (SEHSR) passenger trains moving north-south through Richmond 

would be routed through a new Broad Street station on a loop track and then to 

Centralia using the A-line; Northeast Regional (Virginia) service to Newport News 
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would continue from the new Broad Street Station loop track on the Peninsula 

Subdivision. Both Staples Mill Road Station and Main Street Station would be closed. 

 Main Street Station Only. All long distance, Interstate Corridor (SEHSR), and Northeast 

Regional (SEHSR) passenger trains moving north-south through Richmond would 

route to the west side of Main Street Station and then to Centralia using the S-line; 

Northeast Regional (Virginia) service to Newport News would continue along the east 

side of Main Street Station on the Peninsula Subdivision. Staples Mill Road Station 

would be closed. 

Two-Station Options 

The two station options include both Main Street Station and Staples Mill Road Station 

Combined: 

 Split Service (A-Line). All long distance, Interstate Corridor (SEHSR), and Northeast 

Regional (SEHSR) passenger trains moving north-south through Richmond would be 

routed through Staples Mill Road Station to Centralia using the A-line, bypassing Main 

Street Station; Northeast Regional (Virginia) service to Newport News would continue 

from the east side of Main Street Station on the Peninsula Subdivision. This option 

resembles the existing service pattern. 

 Full Service (S-Line). All long distance, Interstate Corridor (SEHSR), and Northeast 

Regional (SEHSR) passenger trains moving north-south through Richmond would be 

routed through Staples Mill Road Station to the west side of Main Street Station and 

then to Centralia using the S-line; Northeast Regional (Virginia) service to Newport 

News would continue from the east side of Main Street Station on the Peninsula 

Subdivision. 

 Shared Service (A-Line and S-Line). All long distance, Interstate Corridor (SEHSR), and 

Northeast Regional (SEHSR) passenger trains moving north-south through Richmond 

would be routed through Staples Mill Road Station either (a) to the west side of Main 

Street Station and then to Centralia using the S-line, or (b) to Centralia using the A-line; 

Northeast Regional (Virginia) service to Newport News would continue from the east 

side of Main Street Station on the Peninsula Subdivision. 

The option of a new station at Broad Street or Boulevard to provide Richmond with a single 

unified station, replacing both Main Street Station and Staples Mill Road Station was included 

in the evaluation. Neither the Broad Street nor Boulevard station locations were considered in 

conjunction with either Main Street or Staples Mill Road stations. DRPT determined the 

relatively close proximity of the stations precludes operating them in tandem (see Chapter 8). 

1.7 CROSSING INFRASTRUCTURE OPTIONS 

The DC2RVA corridor crosses public and private roads, pedestrian paths, other rail corridors, 

and major and minor waterways. Corridor crossings include both at-grade crossings of the 

railroad by roads or pedestrian paths, as well as grade separated crossings with roads going 

over (overpasses) or under (underpasses) the railroad. Rail bridges carry the track over roads, 

other rail corridors, and waterways. Major waterways are crossed by bridges or large culverts 

greater than 6 feet in diameter; minor waterways are crossed by smaller bridges or culverts. 

DRPT’s evaluation of these existing crossings identified potential constraints on rail alignment 
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options for the Project. The evaluation of existing crossings assumed an additional main track is 

added along the DC2RVA corridor and addressed the following crossings: 

Road Crossings 

 146 Grade-Separated Road Crossings 

– 80 Public Road Overpasses 

– 16 Private Road Overpasses 

– 50 Rail Bridges Over Roads (road underpasses) 

 99 At-Grade Road Crossings 

– 68 Public Road At-Grade Crossings 

– 31 Private Road At-Grade Crossings 

Pedestrian Crossings 

 6 Pedestrian Overpasses 

 11 Pedestrian At-Grade Crossings 

 2 Pedestrian Underpasses 

Rail Crossings 

 4 Rail Bridges Over Railroads 

 1 Rail At-Grade Crossing 

 68 Rail Structures Over Major Waterways, including culverts > 6 feet diameter 

DRPT’s assessments of constraints on rail alignments for each crossing depended on the 

location and the specific type of crossing. The evaluation of existing road and pedestrian 

overpasses addressed spatial limitations that could constrain the ability to add an additional 

main track beneath the overpass. The evaluation of road underpasses addressed existing road 

geometry and the configuration of the rail overpass structure for potential constraints on the rail 

alignment. Two types of evaluation were completed on existing at-grade crossings: physical 

impacts to the public and private road infrastructure with the addition of a single track either to 

the east or west of the existing track(s); and, operational impacts to traffic at public at-grade 

crossings with the addition of a single track and changes in train operations. The operational 

evaluation of at-grade crossings addressed road geometry, traffic safety, traffic delay, and 

number of passenger trains per day based on Federal Highway Administration (FHWA) 

standards. The assessment of at-grade road crossing geometry evaluated the potential for 

modifications needed if an additional main track is added. In a few cases new highway-rail 

grade separations were recommended based on the application of the FHWA standard. The 

locations of rail bridges over roads, rails, and waterways were evaluated for constraints that 

could limit where an additional bridge to carry the proposed new track could be constructed. 

Chapter 7 presents the results of these crossing analyses. 

In addition to the crossings described above, DRPT identified six public road crossings that are 

currently closed. These roads will remain closed at their at-grade crossings of the DC2RVA 

corridor; therefore no further action is required. 

The DC2RVA corridor is also crossed by numerous above ground and below ground utilities, 

including power lines, pipelines, and communication cables. These utility crossings were not 
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D.C. to Richmond Southeast High Speed Rail 1-26 Alternatives Technical Report 

evaluated as part of the alternatives screening and development process. Impacts to utilities 

will be evaluated within the Draft EIS for each alternative. 

1.8 STATION LOCATION OPTIONS 

Chapter 8 evaluates existing and potential passenger rail stations on the DC2RVA corridor and 

identifies stations and/or station locations for further evaluation for passenger rail service as 

part of the DC2RVA project. The DC2RVA project proposes to generally maintain existing 

intercity passenger rail service patterns while increasing the frequency and reliability of service 

on the corridor. The Project does not involve wholesale changes in existing station locations or 

stopping patterns of existing passenger trains, although some new potential stations and service 

patterns identified during project scoping are considered. Passenger train schedules for new 

and existing trains will be described in the DC2RVA Service Development Plan, prepared 

subsequent to the Final EIS. 

Stations evaluated in Chapter 8 include existing Amtrak stations and potential new intercity 

passenger rail stations proposed for consideration during Project scoping. This chapter 

includes the following: 

 Identification of existing and potential intercity passenger rail station locations for 

intercity passenger rail service in the Washington, D.C. to Richmond corridor 

 Development of functional criteria used to evaluate intercity passenger rail station 

locations and key station characteristics 

 Screening of existing and potential intercity passenger rail station locations 

 Identification of reasonable intercity passenger rail station options to be considered in 

the Tier II EIS 

The Project does not preclude future changes to service patterns and intercity passenger rail 

station locations, nor does it preclude development of new stations in the future. VRE 

commuter rail stations existing and/or under construction are also evaluated for track 

alignments to accommodate expanded commuter platforms and new island platforms in 

accordance with the Project’s Basis of Design; the Project does not include construction of new 

platforms for stations that will only be served by VRE. 

A screening process was used to identify reasonable station locations for consideration as part 

of the Project. Stations, including Amtrak stations (existing), VRE stations (existing or under 

construction), and potential intercity passenger station locations suggested during Project 

scoping or in prior studies, were compared and evaluated against the Project’s Purpose and 

Need and the screening criteria summarized below. Station Location Options that advanced 

through the screening process will be further evaluated in the Tier II Draft EIS along with rail 

alignment options. Station evaluations in the Draft Tier II EIS will include: existing Amtrak 

stations will be evaluated for facility improvements based on ridership projections and Amtrak 

station guidelines; new Amtrak stations will be evaluated for facility requirements and potential 

site layouts; and Amtrak and VRE stations will be evaluated for changes to their platforms 

based on proposed track realignments and/or construction of new track in accordance with the 

Project Basis of Design (BOD). 

The initial screening of existing and potential passenger rail stations considered the following 

factors: 
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D.C. to Richmond Southeast High Speed Rail 1-27 Alternatives Technical Report 

 Station Location. Characteristics suitable for urban centers (in or near the Central 

Business District) and suburban locations, per FRA guidelines. 

 Potential Ridership. Ridership levels and forecasts (if available). Where ridership 

forecasts have not yet been determined the following measures were used to represent 

the potential ridership: 

– Population within a 10-mile radius of the station 

– Population within a 25-mile radius of the station 

– Population within a 30-minute driving distance of the station 

 Station Type. Identify station type (size and desired amenities) based on existing and 

projected ridership. 

 Multi-Modal Service. Other modes of transit service available at station 

– Full Range (Fixed guideway transit) 

– Basic (Bus) 

– Minimal (Auto, Taxi) 

 Station Configuration. 

– Through track at station 

– Minimum 850 feet of platform for Interstate Corridor (SEHSR), Northeast Regional 

(SEHSR) and/or VRE trains, and 1,200 feet for Long Distance trains. 

– All main tracks with passenger platforms 

 Station Access. The proximity of each station to major highways. Additional site specific 

access relating to adequate parking, transit services, car rental, and pedestrian and 

bicycle facilities will be reviewed further in the Tier II Draft EIS 

Based on results from the screening, DRPT recommended the following stations for further 

evaluation in the Draft EIS for the Northern Virginia area: 

 Alexandria Station 

 Woodbridge Station 

 Quantico Station 

 Fredericksburg Station 

Based on results from the screening, DRPT recommended the following stations for further 

evaluation in the Draft EIS for the Central Virginia area: 

 Ashland Station 

 Ashcake Road Station (new) 

Based on results from the screening, DRPT recommended the following stations for further 

evaluation in the Draft EIS for the Richmond area: 

Single Station Options 

 Staples Mill Road Station 

 Boulevard Station (new) 

 Broad Street Station (new) 
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D.C. to Richmond Southeast High Speed Rail 1-28 Alternatives Technical Report 

 Main Street Station 

Two Station Options 

 Staples Mill Road/Main Street Station – Split Service 

 Staples Mill Road/Main Street Station – Full Service 

 Staples Mill Road/Main Street Station – Shared Service 

1.9 ALTERNATIVES CARRIED FORWARD 

Chapter 9 presents a summary of the build alternatives carried forward for further evaluation in 

the Tier II Draft EIS. The alternatives carried forward represent the potentially reasonable 

alternatives that could meet the Project’s established Purpose and Need, are buildable, costeffective, and are anticipated to have acceptable levels of impact to the human and natural 

environments based on the screening process described in Chapter 5. The Tier II EIS will also 

consider the consequences of not building the Project, i.e., the “do nothing” or No Build 

Alternative. 

The build alternatives are broken out into six project areas in the Draft EIS (Figure 1-9): 

 Area 1: Arlington Area (approach to Long Bridge), which runs from milepost CFP 110 

to CFP 109.3. The potential alternatives for this area include adding 2 tracks on the east, 

adding 2 tracks on the west, or adding 1-track east & 1-track west. 

 Area 2: Northern Virginia Area, which runs from milepost CFP 109.3 to CFP 62. The 

potential alternative for this area includes adding 1 track to existing tack and improving 

existing track where feasible to increase speeds. 
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FIGURE 1-9: SEGMENT AREA MAP OF DC2RVA CORRIDOR 
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D.C. to Richmond Southeast High Speed Rail 1-30 Alternatives Technical Report 

 Area 3: Fredericksburg Area (Dahlgren Spur to Crossroads), this area runs from 

milepost CFP 62 - CFP 48. Potential alternatives for this area include no additional track, 

adding 1-track east of existing, add 2-track bypass east. 

 Area 4: Central Virginia Area (Crossroads to Doswell), this area runs from milepost CFP 

48 - CFP 19. Potential alternatives for this area include adding 1 track and improving 

existing track. 

 Area 5: Ashland Area (Doswell to I-295), this area runs from milepost CFP 19 -CFP 09. 

Potential alternatives for this area include maintaining two tracks through Ashland 

while adding a track north and south of Ashland, adding 1 track east of existing tracks, 

adding 1 track and centering all tracks through town, and adding a 2-track west bypass. 

Station options for these alternatives include improving the existing downtown station, 

relocating service to a new station south of Ashcake Road, or ceasing passenger rail 

service to Ashland. 

 Area 6: Richmond Area (I-295 to Centralia), this area runs from milepost CFP 09 - A 

011(Centralia). Potential alternatives for this area include operating from Staples Mill 

Road Station only, Boulevard Road Station only (two options, A-line or S-line), Broad 

Street Station only, Main Street Station only, a Split Service option utilizing Staples 

Mill/Main Street, a Full Service option utilizing Staples Mill/Main Street , and a Shared 

Service option utilizing Staples Mill/Main Street. 

1.9.1 Richmond Area Alternatives 

The Richmond area is characterized by several potential rail alignments and multiple station 

location options. While rail improvements and even additional track can be added within the 

existing right-of-way in many segments in Richmond, the dense urban environment and 

potential impacts precluded a focus on higher speed. Instead, station locations were identified 

and used as the basis for identifying sets of rail improvements for increased capacity to form 

alternatives. DRPT evaluated station locations against the FRA and Amtrak station guidelines 

as well as the Project’s Basis of Design to determine potential suitability for higher speed 

passenger service. Rail improvements were identified for both passenger rail and to alleviate 

freight rail movements and bottlenecks that could adversely affect passenger service. 

Cumulative results of the screening process for the Richmond Area rail alignments (defined by 

station location options) are shown in Table 1-3. Seven alternatives for the Richmond area are 

carried forward for further evaluation in the Tier II Draft EIS: 

 Staples Mill Road Station – A-Line / Peninsula Line 

 Boulevard Station – A-Line / Peninsula Line 

 Boulevard Station – S-Line / Peninsula Line 

 Broad Street Station – A-Line / Peninsula Line 

 Main Street Station – S-Line / Peninsula Line 

 Richmond Two Stations Main Street / Staples Mill – A-Line / Peninsula Line 

 Richmond Two Stations Main Street / Staples Mill – S-Line / Peninsula Line 

 Richmond Two Stations Main Street / Staples Mill – S-Line / A-Line / Peninsula Line
EXECUTIVE SUMMARY 

D.C. to Richmond Southeast High Speed Rail 1-31 Alternatives Technical Report 

TABLE 1-3: SUMMARY OF ALTERNATIVES SCREENING FOR RICHMOND SEGMENT 

Station Location Options 

Build 

Alternative 

No Build 

Alternative 

Richmond Two Stations Main Street / Staples Mill – S-Line / A-Line / Peninsula Line  

Richmond Two Stations Main Street / Staples Mill – S-line with Freight Connector  

Staples Mill Road Station – A-Line/Peninsula Line  

Boulevard Station – A-Line / Peninsula Line  

Boulevard Station – S-Line / Peninsula Line  

Broad Street Station – A-Line / Peninsula Line  

Main Street Station – S-Line / Peninsula Line  

Main Street Station – S-line Freight Connector Bridge  

Richmond Two Stations Main Street / Staples Mill – A-Line / Peninsula Line  

Richmond Two Stations Main Street / Staples Mill – S-Line / Peninsula Line  

Richmond Two Stations Main Street / Staples Mill – S-Line / A-Line / Peninsula Line  

Source: HDR, 2015. 

Table Notes: = Alignment Dismissed From Further Consideration; =Alignment Carried Forward for Further Evaluation 

Track plans identifying specific improvements are in Appendix QQ. All improvements to rail 

and road infrastructure and related project elements would be conducted in accordance with 

the DC2RVA Engineering Basis of Design, and applicable regulations and permits. Detailed 

descriptions of the alternatives are presented in Chapter 9. 
D.C. to Richmond Southeast High Speed Rail 2-1 Alternatives Technical Report 

PROJECT LOCATION 

The Federal Railroad Administration (FRA) and Virginia Department of Rail and Public 

Transportation (DRPT) propose passenger rail service and rail infrastructure improvements in 

the north-south travel corridor between Washington, D.C. and Richmond, VA. These passenger 

rail service and rail infrastructure improvements are collectively known as the Washington, 

D.C. to Richmond Southeast High Speed Rail (DC2RVA) project. The Project will deliver higher 

speed passenger rail service, increase passenger and freight rail capacity, and improve 

passenger rail service frequency and reliability in a corridor shared by growing volumes of 

intercity passenger, commuter, and freight rail traffic, thereby providing a competitive option 

for travelers between Washington, D.C. and Richmond and along adjacent connecting corridors. 

The Project is part of the larger Southeast High Speed Rail (SEHSR) corridor (Figure 2-1), which 

extends from Washington, D.C. through Richmond, VA, and from Richmond east to Norfolk, 

VA, then south to Raleigh, NC, and Charlotte, NC, then west to Atlanta, GA, and south to 

Florida1. The Project connects to the National Railroad Passenger Corporation (Amtrak) 

Northeast Corridor (NEC) at Union Station in Washington, D.C. 

The purpose of the SEHSR program, as stated in the 2002 Tier I Final Environmental Impact 

Statement (EIS) completed for the SEHSR corridor from Washington, D.C to Charlotte, NC, is to 

provide a competitive transportation choice for travelers within the Washington, D.C. to 

Charlotte travel corridor. The purpose of the Washington, D.C. to Richmond Southeast High 

Speed Rail project described here is to fulfill the purpose of the SEHSR Tier I EIS within this 

section of the larger SEHSR corridor. Additional information is provided in the Project’s 

Purpose and Need Statement. The Purpose and Need Statement for this Project can be found on 

the DC2RVA project website2 in the Resources section along with the Project’s Basis of Design 

and other related public scoping documents. 

 

1 In 1992, the U.S. Department of Transportation designated the Washington, DC to Charlotte, NC corridor as one of 

the five high speed rail corridors authorized under the Intermodal Surface Transportation Act (ISTEA). Further 

legislation in TEA-21 authorized the designation of additional corridors or extensions of existing corridors, under 

which the USDOT designated three extensions of the SEHSR Corridor, including: (1) Raleigh, NC to Columbia, SC, 

Savannah, GA and Jacksonville, FL; (2) Charlotte, NC to Atlanta, Macon and Jesup, GA connecting to Jacksonville, 

FL; and (3) Richmond, VA to the Hampton Roads region of Virginia. 

2 DC2RVA Website address: www.dc2rvarail.com/resources/documents/

2
Atlanta

Raleigh

Columbia

Richmond

Charlotte

Jacksonville

Washington D.C.

Jesup

Denmark

Savannah

Hampton Roads

Fredericksburg

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Figure 2-1

SEHSR Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

0 40 80

Miles

Basemap Source: 2014

ESRI World Light Gray Base

1 inch=80 miles

@ 8.5 x 11 inches

Southeast High

Speed Rail (SEHSR)

Segment Status

Charlotte to

Atlanta

Tier I EIS - Underway

Washington

D.C. to

Richmond

Tier II EIS - Underway

Richmond to

Raleigh

Tier II EIS - Complete

Raleigh to

Charlotte

Richmond to

Hampton

Roads

Tier I EIS - Complete

SEHSR

Extended

Altanta-SavannahJacksonville:

Feasibility Study

Complete

Tier II EA/CE - Underway

Washington

D.C. to

Charlotte

Tier I EIS - Complete
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-3 Alternatives Technical Report 

2.1 PROJECT LOCATION 

The Washington, D.C. to Richmond project area spans approximately 123 miles along an 

existing rail corridor owned by CSX Transportation (CSXT) between Control Point3 Rosslyn 

(RO) (milepost [MP] control fixed point [CFP] 110) in Arlington, VA to the CSXT A-Line and SLine junction at MP A-11 in Centralia, VA (Chesterfield County) (Figure 2-2). At the northern 

terminus in Arlington, the physical Project limit is located at the southern approach to Long 

Bridge, a double-track rail bridge over the Potomac River. Union Station in Washington, D.C. is 

considered the northern terminus for purposes of ridership and revenue forecasting, as well as 

service development planning within the Project corridor. The southern terminus at Centralia is 

the junction of two CSXT routes, the “A-line” to the west and the “S-line” to the east; these 

routes begin in Richmond and rejoin 11 miles south of the city. 

Additional sections of the Project include approximately 8.3 miles of the CSXT Peninsula 

Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County, VA to the AM 

Junction in the City of Richmond, and the approximately 26-mile Buckingham Branch Railroad 

(BBRR) from the AM Junction to the RF&P Crossing (MP CA-111.8) in Doswell, VA (Figure 2-2). 

A description of the specific rail sections included within the Project corridor and Richmond 

area is provided in Appendix A. 

In Arlington, the Project connects to the existing CSXT track extending across the Potomac River 

on the Long Bridge into Washington, D.C. and Union Station, the southern terminus of 

Amtrak’s NEC. The northernmost 51 miles of the DC2RVA corridor is shared with Virginia 

Railway Express (VRE), which operates commuter rail service from Union Station to just south 

of Fredericksburg, VA. North of Alexandria a limited section of the DC2RVA corridor is also 

shared with the Norfolk Southern (NS) freight service. At Centralia, the Project connects to both 

the Richmond to Raleigh section of the Interstate Corridor (Southeast High Speed Rail) corridor 

and the Richmond to Hampton Roads section of the Northeast Regional (Southeast High Speed 

Rail) corridor. The Washington, D.C. to Richmond section is an integral part of the overall 

Washington, D.C. to Charlotte Interstate Corridor (SEHSR) corridor and provides a critical link 

between high speed intercity passenger service from Boston to Washington, D.C. and the 

southeastern United States. 

The DC2RVA corridor is separated into 20 sections based on information available from prior 

studies and to develop and evaluate potential rail improvements to meet the Project’s Purpose 

and Need. The proposed rail infrastructure and other key attributes of these 20 sections are 

discussed in Appendix A. These 20 sections have been further grouped into three areas based 

on common rail operation characteristics and environmental conditions (Figures 2-3 through 2-

5). The areas and sections are discussed below. 

 

3A control point is an interlocking (a switch or crossing between two tracks), location of a signal, or other designated 

point used by dispatchers in identifying and controlling train movements. 
!

!

!

!

A 011

CFP 006

CFP 053

CFP 110

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DC2RVA Project

Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 6 12

Miles

Legend

! CSXT Mileposts

DC2RVA Project

Corridor

Virginia Rail Lines

DC2RVA Project

Segments

Northern Virginia

Central Virginia

Richmond

1 inch = 12 miles

@ 8.5 x 11 inches

Figure 2-2

Basemap Source: 2015 USGS

Topographic Map

RF&P

RF&P

A-Line

Buckingham

Branch

Railroad

AM Junction

S-Line

Peninsula

Subdivision

Doswell

Centralia

Arlington

(RO)

Acca

Yard

Richmond

W A S H I N G T O N ,

D . C .

M A R Y L A N D

Potomac River
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-5 Alternatives Technical Report 

2.1.1 Northern Virginia Area 

This area extends from the northern terminus of the DC2RVA corridor to Crossroads (XR), the 

southern terminus of the part of the corridor shared with VRE (Figure 2-3). This area is the most 

heavily used area of the corridor and includes rail traffic from CSXT, Amtrak, VRE, and NS. 

Much of the existing right-of-way follows a curving path along the Potomac River. The 

topography is varied and undulating, with over six major waterway crossings. Land use 

abutting the right-of-way is relatively intensive, particularly north of Quantico where suburban 

and urban development occupies much of the land. The DC2RVA corridor passes through 

numerous jurisdictions including Arlington County, City of Arlington, Fairfax County, Prince 

William County, Stafford County, City of Fredericksburg, Spotsylvania County, and Quantico. 

There are nine corridor/rail sections included in the Northern Virginia area, as follows: 

 Rosslyn to Alexandria (ROAF) 

 Alexandria to Franconia (AFFR) 

 Franconia to Lorton (FRLO) 

 Lorton to Powells Creek (LOPC) 

 Powells Creek to Arkendale (PCAR) 

 Arkendale to Dahlgren Junction (ARDJ) 

 Dahlgren Junction to Fredericksburg (DJFB) 

 Fredericksburg to Hamilton (FBHA) 

 Hamilton to Crossroads (HAXR) 

2.1.2 Central Virginia Area 

This area extends from Crossroads in Spotsylvania County, just below VRE’s southern 

terminus, south to Greendale, just north of Staples Mill Road Station, a suburban Richmond 

station in Henrico County (Figure 2-4). This part of the corridor is used by CSXT and Amtrak. 

The existing right-of-way aligns southeast from Crossroads towards Milford, and then curves to 

the west to Colemans Mill Crossing before running southwesterly towards Doswell. At Doswell 

the BBRR crosses the corridor at grade on a diamond configuration at a reduced track speed of 

25 mph. The tracks then drop to the south through the Town of Ashland towards Greendale. 

The area contains many small and mid-sized waterways and wetlands. Land use, particularly 

north of Ashland, is largely rural, while south of Ashland land use becomes more suburban. 

The DC2RVA corridor passes through several jurisdictions including Spotsylvania County, 

Caroline County, Hanover County, Town of Ashland, and Henrico County. There are five 

corridor/rail sections included in the Central Virginia area, as follows: 

 Crossroads to Guinea (XRGU) 

 Guinea to Milford (GUMD) 

 Milford to North Doswell (MDND) 

 North Doswell to Elmont (NDEL) 

 Elmont to Greendale (ELGN) 
Caroline County

City of

Fredericksburg

Spotsylvania

County

King George County

Stafford County

City of

Alexandria

Prince William County

Arlington

County

Fairfax County Franconia-Springfield

Metro Station

Fredericksburg

Station

Leeland

Road

Station

Brooke

Station

Quantico

Station

Rippon

Station

Woodbridge

Station

Lorton

Station

Alexandria

Station

Crystal

City

Station

Lorton

Auto Train

Station

Planned VRE

- Potomac

Shores Station

Spotsylvania

Station

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Figure 2-3

Northern Virginia

Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

0 2.5 5

Miles

1 inch = 5 miles

@ 8.5 x 11 inches

Quantico

M A R Y L A N D

Potomac River

Legend

DC2RVA Project Corridor

Virginia Rail Lines

County/City Boundaries

Amtrak Station

VRE Station

Amtrak/VRE Station

VRE/WMATA Station

DC2RVA Project Segments

1: Rosslyn Junction to

Alexandria (ROAF)

2: Alexandria to Franconia

(AFFR)

3: Franconia to Lorton (FRLO)

4: Lorton to Powells Creek

(LOPC)

5: Powells Creek to Arkendale

(PCAR)

6: Arkendale to Dahlgren

Junction (ARDJ)

7: Dahlgren Junction To

Fredericksburg (DJFB)

8: Fredericksburg to Hamilton

(FBHA)

9: Hamilton to Crossroads

(HAXR)
Town of

Ashland

Doswell

Milford

Greendale

Colemans Mill

Crossing

King George County

Fort

A.P.

Hill

Caroline County

Hanover County

Henrico County

Spotsylvania County

Stafford

County

City of

Fredericksburg

Fredericksburg

Station

Ashland

Station

Staples

Mill

Station

Spotsylvania

Station

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Figure 2-4

Central Virginia

Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

1 inch = 5 miles

@ 8.5 x 11 inches

Legend

DC2RVA Project Corridor

Virginia Rail Lines

County/City Boundaries

Amtrak Station

VRE Station

Amtrak/VRE Station

DC2RVA Project Segments

10: Crossroads to Guinea

(XRGU)

11: Guinea to Milford

(GUMD)

12: Milford to North

Doswell (MDND)

13: North Doswell to

Elmont (NDEL)

14: Elmont to Greendale

(ELGN)

Richmond Area

0 2.5 5

Miles
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-8 Alternatives Technical Report 

2.1.3 Richmond Area 

This area extends from Greendale through Staples Mill Road Station and CSXT’s Acca Yard to 

the wye junction where two rail routes run north-south through Richmond: the A-Line, from 

the west Acca Yard wye (WAY) over the James River to Centralia, and the S-Line, from the 

south Acca Yard wye (SAY) through AM Junction and then past Main Street Station and over 

the James River to Centralia (Figure 2-5). The area also includes a portion of the CSXT Peninsula 

Subdivision and the BBRR, from Richmond to Doswell. This area is heavily used by CSXT and 

Amtrak and is a critical junction in CSXT’s rail system in Virginia. Topography is varied with 

many hills and slopes, particularly along the James River through Richmond. Land use is 

mainly urban throughout. The DC2RVA corridor passes through Caroline County, Hanover 

County, Henrico County, City of Richmond, and Chesterfield County. There are six 

corridor/rail sections in the Richmond area, as follows: 

 Greendale to SAY/WAY (including Acca Yard) (GNSA) 

 SAY/WAY to AM Junction (Hermitage Lead) (SAAM) 

 AM Junction to Centralia (S-Line) (AMCE) 

 WAY to Centralia (A-Line) (WACE) 

 AM Junction to Beulah (Peninsula Subdivision) (AMBE) 

 Buckingham Branch (Doswell to AM Junction) (BBRR) 
Centralia

Doswell

Greendale

Town of

Ashland

Caroline County

Chesterfield County

Hanover County

Henrico County

City of

Richmond

Ashland

Station

Main Street

Station

Staples

Mill

Station

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Figure 2-5

Richmond Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

0 2.5 5

Miles

1 inch = 5 miles

@ 8.5 x 11 inches

Legend

DC2RVA Project

Corridor

Virginia Rail Lines

County/City

Boundaries

Amtrak Station

DC2RVA Project

Segments

15: Greendale to

South Acca Yard/West

Acca Yard (GNSA)

16: SAY/WAY to AM

Junction (Hermitage

Lead) (SAAM)

17: AM Junction to

Centralia - S Line

(AMCE)

18: West Acca Yard to

Centralia - A Line

(WACE)

19: AM Junction to

Beulah (Peninsula

Sub.) (AMBE)

20: Buckingham

Branch (BBRR)

Central Virginia Area

James River
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-10 Alternatives Technical Report 

2.2 INTERCITY PASSENGER RAIL SERVICE IN THE DC2RVA 

CORRIDOR 

Amtrak currently operates four types of intercity passenger trains through the DC2RVA 

corridor, as described below and shown in Figure 2-6: 

 Northeast Regional (Virginia) Service operating in Virginia is an extension of 

Northeast Corridor intercity train service from Boston and New York that continues 

through Washington, D.C. to points in Virginia. These trains, which operate under the 

Amtrak brand name “Northeast Regional,” provide regional passenger rail service along 

the length of the NEC and make local station stops to board and detrain passengers. As 

of 2015, Northeast Regional (Virginia) trains provide six daily round trips that use all or 

part of the DC2RVA corridor. Five of the six Northeast Regional (Virginia) trains operate 

from Washington, D.C. to Richmond, VA with two terminating in Richmond, two 

extending to Newport News and one extending to Norfolk. The sixth Northeast 

Regional (Virginia) train operates from Washington, D.C. to Lynchburg, VA and departs 

the DC2RVA corridor after serving the Alexandria station. All of the Amtrak stations in 

the DC2RVA corridor (with the exception of the Auto Train station in Lorton) are served 

by regional trains. Virginia provides funding for Northeast Regional (Virginia) trains 

operating in the state under a cost-sharing agreement with Amtrak, as required by the 

Passenger Rail Investment and Improvement Act of 2008. 

 Interstate Corridor (Carolinian) Service is similar to the Northeast Regional (Virginia) 

Service, but with a route length of 750 miles or less, extending through Virginia to North 

Carolina. The Carolinian makes a daily round trip between New York and Charlotte, 

NC. This train’s operation is solely funded by the state of North Carolina, under the 

same Federal law that mandates Virginia’s funding of Northeast Regional (Virginia) 

trains. The Carolinian serves several of the Amtrak stations in the DC2RVA corridor. 

 Long Distance Service includes trains that operate on routes greater than 750 miles. 

Similar to the Northeast Regional (Virginia) and Interstate Corridor (Carolinian) 

Services, Long Distance Service operates from New York and continues through 

Washington, D.C. to Virginia and points south. As of 2015, Amtrak provides Long 

Distance Service with five round trip trains that use the DC2RVA corridor, as follows: 

– The daily Palmetto, Silver Star, and Silver Meteor trains use the full length of the 

DC2RVA corridor continuing through Virginia to Georgia and Florida. 

– The daily Crescent, and the Cardinal, which operates three times per week, uses the 

portion of the DC2RVA corridor between Washington and Alexandria, then diverge 

onto NS to points west and south. 

Long Distance trains in the DC2RVA corridor currently serve Washington Union 

Station, Alexandria (suburban Washington), and Richmond’s Staples Mill Road Station 

only. In 2015, the Silver Meteor also served Fredericksburg. 

 Auto Train is a separate Long Distance service that is unique both among trains in the 

DC2RVA corridor and the entire Amtrak system. It operates as a daily nonstop, 

overnight train between dedicated station facilities in Lorton, VA and Sanford, FL. The 

Auto Train operates with bi-level Superliner passenger equipment (coaches, lounges, 

diners, and sleepers) and also uses special multi-level aluminum vehicle carrier cars that 

transport automobiles. The train has a maximum consist length of 50 cars. 
Washington D.C. to Alexandria 

Amtrak: 23 VRE: 34 CSX: 30 Norfolk Southe

Alexandria to Spotsylvania 

Amtrak: 20 VRE: 16 CSX: 30 Norfolk Southe

Spotsylvania to Acca Yard 

Amtrak: 20 VRE: 0 CSX: 30 Norfolk Souther

Richmond to Centralia S-Line 

Amtrak: 0 VRE: 0 CSX: 10 Norfolk Southern

Amtrak: 12 VRE: 0 CSX: 30 Norfolk Souther

Acca Yard to Richmond S-Line 

Amtrak: 4 VRE: 0 CSX: 16 Norfolk Southern

Figure 2-6: Number of Daily Tra

MARYLAND M A R Y L A N D

VIRGINIA V I R G I N I A

95

95

RoadwaysProject CorridorState LineWashington D.C. to Alexandria Segment

Alexandria to Spotsylvania SegmentSpotsylvania to Acca Yard Segment

Acca Yard to Richmond S-Line SegmentRichmond to Centralia S-Line SegmentAcca Yard to Centralia A-Line Segment

Acca Yard to Centralia A-Line
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-12 Alternatives Technical Report 

2.3 PROJECT DESCRIPTION 

The DC2RVA project includes specific rail infrastructure improvements and service upgrades 

intended to improve the travel time, service frequency, and on-time performance of passenger 

trains operating between Washington, D.C. and Richmond, VA. 

2.3.1 Rail Infrastructure Improvements 

Specific improvements proposed for the existing rail infrastructure between Arlington, VA and 

Centralia, VA include: 

 Corridor-wide upgrades to existing track and signal systems to achieve higher operating 

speeds, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 Corridor-wide improvements to train operating capacity to achieve higher passenger 

train service frequency and reliability, including an additional main track along most of 

the corridor, and additional controlled sidings, crossovers, yard bypasses and leads, and 

other capacity and reliability improvements at certain locations. 

 Station and platform improvements for Amtrak and Virginia Railway Express (VRE) 

stations. 

This Tier II EIS being completed for the Project will assess the environmental impacts of these 

improvements and identify ways to avoid, minimize, or otherwise mitigate such impacts. 

The Project may include locations for new or replacement intercity passenger stations on the 

Project corridor, and additional rail capacity and other improvements in the Richmond area, 

including on the CSXT Peninsula Subdivision from AM Junction in Richmond, VA (just north of 

Main Street Station) east to Beulah Road in Henrico County, and on the BBRR from Doswell, 

VA east to AM Junction. 

Studies in support of the Project will address passenger and freight rail operations and service 

between Union Station in Washington, D.C. and Richmond and beyond, but the Project does 

not include physical improvements to the Long Bridge across the Potomac River or to rail 

infrastructure within Washington, D.C. Other projects will address improvements to the rail 

infrastructure north of Arlington and south of Centralia along the SEHSR corridor. 

2.3.2 Service Upgrades 

Future services include Amtrak’s existing passenger trains, as well as four new North Carolina 

Interstate Corridor (Carolinian) passenger trains operating daily roundtrips from Charlotte and 

Raleigh, NC to Washington, D.C. and New York via the DC2RVA corridor and the NEC. These 

new Interstate Corridor (Carolinian) trains are anticipated to make limited stops within the 

DC2RVA corridor. In addition, four new Northeast Regional (Virginia) trains will operate daily 

roundtrips from Norfolk and Newport News, VA to Washington, D.C. and New York via the 

DC2RVA corridor and the NEC. 

All passenger trains, whether Northeast Regional (Virginia), North Carolina Interstate Corridor 

(Carolinian), Long Distance, or Auto Train, will benefit from the increased track speeds to be 

achieved as part of the Project’s corridor-wide upgrades to track and signal systems. New and 

existing passenger trains are anticipated to achieve a maximum allowable speed of 90 mph in 
PROJECT LOCATION 

D.C. to Richmond Southeast High Speed Rail 2-13 Alternatives Technical Report 

the DC2RVA corridor—with the exception of the Auto Train, which operates with a maximum 

speed of 70 mph. In addition, all trains (intercity passenger, commuter, and freight) will benefit 

from improvements in reliability and performance resulting from corridor-wide improvements 

to train operating capacity, as well as corridor-wide upgrades to existing track, signal systems, 

and stations and platforms. 
D.C. to Richmond Southeast High Speed Rail 3-1 Alternatives Technical Report 

EXISTING CONDITIONS IN THE DC2RVA CORRIDOR 

This chapter provides an overview of train operations, track infrastructure, and man-made and 

natural environmental conditions in the Washington, D.C. to Richmond Southeast High Speed 

Rail (DC2RVA) corridor and includes Appendix B (Geographic Information System [GIS] Data 

Received for DC2RVA) and Appendix C (DC2RVA Project Corridor Maps). 

CSX Transportation (CSXT) is the owner and operator of the tracks in the DC2RVA corridor, 

and provides freight service. The DC2RVA project limits extend approximately 123 miles from 

the CSXT control point (CP) RO, milepost (MP) CFP-110, in Arlington, VA south to the CSXT ALine/S-Line junction at MP A-11 in Centralia, VA (Chesterfield County). Additional segments 

of the Project include approximately 8.3 miles of the CSXT Peninsula Subdivision CA-Line from 

Beulah Road (MP CA-76.1) in Henrico County to AM Junction in Richmond, VA, and the 

approximately 26-mile segment of the Buckingham Branch Railroad (BBRR) from AM Junction 

to the CSXT Richmond, Fredericksburg, and Potomac (RF&P) Subdivision crossing (MP CA111.8) in Doswell, VA. Trackage beyond the project limits north of Arlington to Washington 

Union Station is also included for project activities related to ridership and operations 

modeling. For operations modeling, the study area encompasses the following seven railroad 

operating subdivisions (Figure 3-1): 

1. Amtrak Washington Terminal District: Washington Union Station (MP 136.0) to CP 

Virginia interlocking in Washington, D.C. (MP 137.1) — 1.1 miles 

2. CSXT RF&P Subdivision: M Street interlocking in Washington, D.C. (MP CFP 113.8) to 

Greendale, VA (MP CFP 4.8) — 109.0 miles 

3. CSXT Richmond Terminal Subdivision: Greendale, VA (MP CFP 4.8) to Hermitage 

interlocking in Richmond (MP SRN 3.5) — 4.6 miles 

4. CSXT Bellwood Subdivision: Hermitage interlocking in Richmond (MP SRN 3.5) to 

Centralia (MP S 10.9) — 14.4 miles 

5. CSXT North End Subdivision: West Acca Yard (AY) interlocking in Richmond (MP 

ARN 3.3) to Centralia (MP A 10.7) — 14.0 miles 

6. CSXT Peninsula Subdivision: AM Junction in Richmond (MP CA 85.4) to Beulah, VA 

(MP CA 76.2) — 9.2 miles 

7. BBRR Piedmont Subdivision: AM Junction in Richmond (MP 85.5) to Doswell (MP 

111.8) — 26.3 miles 

 

3
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Figure 3-1

Rail Operating

Subdivisions

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 7 14

Miles

1 inch=14 miles

@ 8.5 x 11 inches

Basemap Source: 2015 Bing Maps

Road (Microsoft Corporation

and its data suppliers)

Washington

Union Station

(QLZ 136.0)

CSXT

RF&P

Subdivision

CSXT

North End

Subdivision

BBR

Piedmont

Subdivision

CSXT

Bellwood

Subdivision

Peninsula

Subdivision

Doswell

Amtrak Washington

Terminal District

CSXT Richmond

Terminal Subdivision

Potomac River

Legend

DC2RVA Project Corridor

S-Line (Bellwood 

Subdivision)

Peninsula Subdivision

A-Line (North End 

Subdivision)

RF&P Subdivision

Buckingham Branch 

(Piedmont Subdivision)

!( CSXT Control Points

Virginia Rail Lines
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-10_DC2RVAComponentofCSXT_8.5x11_AltTech.mxd | Last Updated: 12.30.2015

Figure 3-2

DC2RVA Corridor

as a Component of

the CSXT Network

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 75 150

Miles

1 inch=150 miles

@ 8.5 x 11 inches

Basemap Source: OpenStreetMap

DC2RVA 

Project 

Corridor

Legend

DC2RVA Project

Corridor

CSXT Rail Network

Existing Rail
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-4 Alternatives Technical Report 

Three other railroads have operating rights on the corridor: Amtrak provides Northeast 

Regional (Virginia), Interstate Corridor (Carolinian), and Long Distance passenger service along 

the length of the corridor; Virginia Railway Express (VRE) provides commuter service from 

Crossroads (Spotsylvania County) north to Washington Union Station; and Norfolk Southern 

(NS) provides freight service north of Alexandria, VA. The BBRR controls one segment of 

trackage within the project area through a lease from CSXT (over which both BBRR and CSXT 

operate freight service). 

While the existing track and signals and communication systems in the DC2RVA corridor have 

been modernized to meet current standards, the rail alignments and available rights-of-way are 

those of a mid–19th century railroad. The current system’s operations and infrastructure pose 

constraints and limitations to achieving the DC2RVA Purpose and Need of improved intercity 

passenger rail service with added frequency, improved reliability, and reduced travel time. 

Table 3-1 summarizes some of the rail network conditions that potentially affect the Project and 

are shown on Figure 3-2. 

TABLE 3-1: RAIL NETWORK CONDITIONS POTENTIALLY AFFECTING DC2RVA PROJECT 

Operating Subdivision1 Condition and Potential Effect to DC2RVA 

Amtrak Washington Terminal District  Amtrak Passenger trains to/from the north wait 25-50 minutes at 

Washington, D.C.’s Union Station while swapping electric and diesel 

locomotives and boarding passengers. 

 Only 8 lower level platform tracks of the 23 active platform tracks are 

capable of serving Virginia-bound trains. 

 The two-track First Street Tunnel limits the ability to expand track capacity 

between Washington Union Station and the CSXT main line at Virginia 

interlocking. 

CSXT RF&P Subdivision (north – 

Virginia Interlocking to AF interlocking) 

 L’Enfant and Crystal City VRE stations: Platforms are on west side only, 

confining commuter and certain Northeast Regional (Virginia) trains serving 

VRE commuters to the use of just one track between Washington, D.C. 

and Alexandria, VA. 

 Long Bridge: Three tracks from the north and south narrow to two tracks 

to cross the Potomac River on a speed-restricted bridge, creating a 

significant operating bottleneck on the portion of the DC2RVA corridor 

with the heaviest volume of rail traffic. 

 Arlington: Numerous tight curves between Arlington, VA and Alexandria 

reduce passenger train speeds from 70 mph down to as slow as 40 mph. 

 Alexandria Union Station: Station platform on the east side (Track 2) is half 

the length of the west side (Track 3) platform, requiring long passenger 

trains at the east platform to make a time-consuming “double stop” so all 

patrons can board and disembark. Track 1 has no platform access at all. 

 AF interlocking: Junction with NS rail line from Manassas, VA. Passenger 

and commuter rail traffic to Washington, D.C. increases by more than 50 

percent at this location, jumping from 34 passenger and commuter trains 

south of AF to between 56 and 58 to the north. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-5 Alternatives Technical Report 

TABLE 3-1: RAIL NETWORK CONDITIONS POTENTIALLY AFFECTING DC2RVA PROJECT 

Operating Subdivision1 Condition and Potential Effect to DC2RVA 

CSXT RF&P Subdivision (middle – AF 

Interlocking to Crossroads) 

 Franconia-Springfield: Three tracks from Arlington narrow to two main 

tracks continuing south to Richmond, limiting capacity for passenger and 

freight trains. 

 Lorton: Terminal for Amtrak’s 50-car Auto Train from Florida. Scheduled 

arrivals and departures occur at the shoulder of commuter rush hours, but 

fluctuations in operations or on-time performance cause conflicts with 

other passenger and commuter trains as the Auto Train enters/exits its 

terminal. 

 Lorton/Rippon/Brooke/Leeland Road VRE stations: All VRE station 

platforms between Franconia and Fredericksburg, VA are on the east side 

only, confining commuter trains to the use of just one track for nearly 40 

miles, limiting operating flexibility. 

 Quantico: Curves and a station stop restrict train speeds to 55 mph 

through the area. This is classified as a civil speed restriction. The current 

project to add approximately 11 miles of third track from Powells Creek to 

Arkendale will add additional capacity, but will not increase speed. 

 Fredericksburg: A sharp S-curve and station stop restrict train speeds 

through the area to 40 mph. The corridor is built on a two-track 

embankment through the historic downtown area. Local freight trains 

enter/exit the corridor at a yard south of downtown. 

 Crossroads: Southern limit of VRE Fredericksburg Line commuter 

operations. Weekday passenger/commuter traffic to Washington, D.C. 

increases by more than 40 percent at this location during peak commuter 

periods. 

CSXT RF&P Subdivision (south – 

Crossroads to Staples Mill Road 

Station) 

 Doswell: Passenger and freight trains must slow down to 60 mph for the atgrade diamond crossing of the BBRR; some CSXT freights use low-speed 

connecting tracks and sidings on the west of the main line to access BBRR 

trackage or interchange freight cars. 

 Ashland: Double-track right-of-way is located in the median of Center 

Street, restricting train speeds to 35 mph through the historic community 

in Ashland, VA. 

CSXT Richmond Terminal Subdivision  Staples Mill Road Station: Primary Richmond-area passenger rail station 

with the highest ridership in Virginia (361,996 passengers in 2015) with two 

low level platforms serving three tracks (Tracks 3-5). One platform track 

occupies CSXT main line Track 3. Access from station Track 4 to Track 5 

is by hand-operated turnouts only, which can delay passenger and freight 

operations. 

 Acca Yard: A major freight classification yard where freight trains enter and 

exit the main line at low speed. Through freight trains stop and change 

crews, sometimes on main line also used by passenger trains. Northbound 

freights may wait here until commuter rush-hour windows are over, 

occupying track space intended for switching activities. 

 AY interlocking: Diverging point for two CSXT rail lines that rejoin at 

Centralia, VA 15 miles south. Passenger trains headed to/from Newport 

News, VA via the Bellwood Sub cross the southern throat of Acca Yard at 

AY interlocking, operating at a low speed, creating opportunities to delay 

other freight and passenger operations. 

 Acca Wye: Passenger trains terminating at Staples Mill Road turn around on 

a wye track south of Acca Yard, which may create additional 

passenger/freight train conflicts at the yard’s south entrance. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-6 Alternatives Technical Report 

TABLE 3-1: RAIL NETWORK CONDITIONS POTENTIALLY AFFECTING DC2RVA PROJECT 

Operating Subdivision1 Condition and Potential Effect to DC2RVA 

CSXT North End Subdivision  I-195: The double-track right-of-way is in the median of I-195, with no 

room available to construct additional rail capacity. Northbound freight 

trains occasionally stop and occupy one of the main line tracks, waiting for 

space to open up in Acca Yard or for a crew change. 

CSXT Bellwood Subdivision  S-Line (Bellwood Subdivision): Slow track speed, limited track capacity, 

heavy grades, and complex freight movements affect passenger and freight 

train operations and reliability between Acca Yard and Main Street Station. 

Passenger trains average 17 mph between Staples Mill Road and Main Street 

stations. 

 Hermitage: Location of the only switch between two main line tracks that 

run parallel for 3 miles. Passenger trains face delays because there is no 

place between Acca Yard and Main Street Station where two passenger 

trains can meet/pass. 

 AM Junction: Passenger/freight line to Newport News (CSXT Peninsula 

Subdivision) diverges, but only one of two S-Line tracks provides access to 

the junction. Freight trains stop north of the junction for extended periods 

of time to detach helper locomotives or reverse their direction of 

operation. 

 Main Street Station: The single track S-Line passes the west side of Main 

Street Station and through the Triple Crossing on an elevated viaduct. 

Freight trains stop north of Main Street Station for extended periods of 

time to change crews, blocking the track on the west side. 

 Triple Crossing: Low-clearance bridges (16 feet, 10 inches) form a complex, 

three-level rail crossing that restricts double-stacked container trains from 

operation on the Bellwood Subdivision (the middle of the three levels). The 

auto rack cars and bi-level passenger cars used on Amtrak’s Autotrain, 

which have a height of approximately 20 feet are also restricted by these 

low-clearance bridges. James River Bridge: Trains cross the James River on 

a single-track bridge with a restricted speed of 10 mph. 

 Bellwood: Local freight yard and junction of a branch line with daily freight 

activity. Refer to Figure 3-1. 

CSXT Peninsula Subdivision  Main Street Station: A single track passes the station’s east side on an 

elevated viaduct designed for two tracks. The platform for Amtrak trains 

to/from Newport News occupies space where the second main line track 

used to be. Only one track remains in operation between AM Junction and 

Rivanna Junction north of the station. 

 Fulton Yard: Staging yard for freight traffic and location where locomotives 

run-around trains to reverse direction. Also a crew change point and base 

for helper locomotives that assist trains up heavy grades to Acca Yard. 

Passenger trains share limited main line tracks with freights entering and 

exiting the yard at low speed. 

 Beulah: East end of double-track route from Richmond. Line continues as 

single track east toward Newport News. The next opportunity for trains to 

pass is 15 miles farther east. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-7 Alternatives Technical Report 

TABLE 3-1: RAIL NETWORK CONDITIONS POTENTIALLY AFFECTING DC2RVA PROJECT 

Operating Subdivision1 Condition and Potential Effect to DC2RVA 

Buckingham Branch Railroad  A single-track, low-speed, non-signaled rail line between AM Junction, just 

north of Main Street Station, and Doswell, characterized by sharp curves 

and steep grades. Operated by a shortline railroad. Used mainly by empty 

bulk trains returning to loading points in the Appalachians and Great Lakes 

regions. 

Source: HDR, 2015. 

Table Notes: 1. For consideration of infrastructure improvements the DC2RVA project limits do not extend north across the Potomac River; 

therefore, conditions north of CSXT Control Point RO at milepost CFP 110 (Arlington), while affecting train operations in the corridor, are 

not addressed by the Project. 

In addition to the rail operations and infrastructure conditions noted above (and described in 

greater detail in Sections 3.1 and 3.2 below), there are many sensitive natural and man-made 

resources along the DC2RVA corridor that could be affected by the Project or pose limitations to 

how the Project is developed. Existing information on the type and extent of corridor 

environmental resources has been compiled and assembled in a GIS, described in Section 3.3 

(Appendix C). Some of the key resources of concern to the Project identified within the GIS 

system include: 

 Waterways – The corridor runs north-south, while most waterways drain from west to 

east towards the Chesapeake Bay. As a result, the corridor crosses numerous large, 

moderate and small waterways using a combination of bridges and culverts. The 

potential need for additional bridge capacity over large waterways such as the 

Occoquan River, Neabsco Creek, Powells Creek, Aquia Creek, Potomac Creek, 

Rappahannock River, Chickahominy River, and James River can add substantial design 

constraints, permitting, and construction costs to the Project. 

 Wetlands – Along with the numerous waterways are extensive areas of wetlands, 

protected by federal and state regulations. Any Project activities proposed within these 

protected areas must satisfy regulatory agency requirements. The central portion of the 

corridor, in particular, has extensive areas of wetlands bordering the corridor. 

 Floodplains – Floodplains are identified alongside most of the waterways, and could 

restrict Project design. 

 Endangered & Threatened Species – If found within the area affected by the Project, 

endangered and threatened species could be a concern, and could restrict project design 

and/or construction. 

 Urban/suburban land uses – The corridor travels through heavily developed urban and 

suburban areas, particularly in Northern Virginia and near Richmond. There are many 

areas where residential neighborhoods and commercial/industrial development abut 

the right-of-way, and in Fredericksburg, VA and Ashland, VA, the corridor travels 

through the historic central business districts. 

 Existing infrastructure – The corridor is crossed by 99 roads at grade, and another 96 

overpasses carrying highways crossings over or under the tracks. The Project must be 

compatible with this infrastructure, or include improvements to the road/rail crossings. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-8 Alternatives Technical Report 

In addition, sections of the corridor right-of-way are shared with utilities, including fiber 

optic and power transmission lines, and petroleum pipelines. 

 Minority and low-income populations – Minority and low-income populations exist 

throughout the 123-mile corridor, including distinct areas along the corridor in Northern 

Virginia, Fredericksburg, Richmond, and Chesterfield County. The Project’s alternatives 

will be evaluated to ensure they do not have disproportionately high and adverse 

human health or environmental effects on minority and low-income populations along 

the corridor. 

 Historic resources – The corridor runs through some of the oldest-settled portions of 

Virginia. From early Native American tribes seeking food supplies from the area 

waterways to Civil War soldiers seeking respite from the battlefields, the area has been 

the locale of historic activities for millennia – activities that resulted in the presence of 

thousands of historic buildings and archaeological sites which could restrict project 

design and construction. 

 Parks and playgrounds – Publicly-owned parks, playgrounds, and other recreation areas 

are generally protected against use for transportation projects unless no other prudent or 

feasible alternative exists; many such parks and other recreation areas are near the 

corridor. 

 Wildlife/waterfowl Refuges – Wildlife and waterfowl refuges are also protected from 

use for transportation projects, and can restrict project design. 

 Conservation lands – Lands purchased or developed under the Land and Water 

Conservation Fund program or otherwise protected through easements can impose 

limitations on project design. 

 Cemeteries – Cemeteries, whether community facilities or family plots that are no longer 

maintained, are sensitive resources and can impose limitations on project design. 

 Hazardous waste sites – The corridor travels through many industrial and commercial 

areas with sites listed on the National Priority List (NPL), Resource Conservation and 

Recovery Act (RCRA) Corrective Action Facility list, or Comprehensive Environmental 

Response, Compensation, and Liability Information System list, or other state or local 

list of potential hazardous materials or wastes that may post a health or safety risk 

during construction or operation of the Project. 

3.1 RAILROADS OPERATING IN THE CORRIDOR 

The DC2RVA corridor is used by several different types of railroads that operate multiple types 

of trains. The corridor is a “shared use” multimodal corridor, meaning that it carries freight 

trains operated by the host railroad (CSXT) and freight tenant NS, passenger trains operated by 

Amtrak, and commuter trains operated by VRE. This shared use multimodal arrangement 

means freight, passenger, and commuter trains are commingled on the same tracks. A shared 

use multimodal corridor introduces a level of operating complexity because Amtrak and VRE’s 

passenger trains operate at a higher speed than freight trains, have different acceleration and 

braking characteristics, and are expected to adhere to published schedules. This shared use 

multimodal situation imposes a hierarchy on trains operating in the corridor that generally 

gives passenger and commuter trains a priority status. The nature of VRE’s train service, with 

frequent service during main morning and evening commuting hours during the Monday 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-9 Alternatives Technical Report 

through Friday work week, and less frequent service outside of the main commute periods, 

adds to the operating complexity. One segment of the corridor, operated by BBRR, only sees 

freight trains; it crosses the CSXT RF&P Subdivision at Doswell and connects to CSXT track at 

AM Junction in Richmond. 

During peak commuter periods, CSXT’s main lines north and south of Washington, D.C., are, in 

effect, operated as two side-by-side single-track directional railroads, one for passenger or 

commuter and one for freight. The tracks in the DC2RVA corridor are assigned to passenger, 

commuter, and freight rail by a dispatcher based on rail traffic present on any given day. 

Operation of passenger or commuter trains requires the use of certain tracks based on the 

configuration of platforms at passenger stations. Most of the commuter rail stations between 

Spotsylvania, VA and Alexandria have platforms that serve only the easternmost of the 

DC2RVA corridor’s two tracks, meaning the commuter trains must use this track. Between 

Alexandria and Washington, D.C., the commuter station platforms at Crystal City and L’Enfant 

only serve the westernmost of the line’s three tracks, so commuter trains must use this track. 

Thus, VRE trains must cross between the east and west tracks from Washington, D.C. to 

Spotsylvania to serve commuter travel needs. All Amtrak passenger stations along the corridor 

have platforms that serve at least two tracks; however, certain Northeast Regional (Virginia) 

passenger trains also supplement VRE as express service and call at L’Enfant, Alexandria, 

Woodbridge, Quantico and Fredericksburg. 

3.1.1 CSX Transportation 

CSXT is the principal operating subsidiary of CSX Corporation. It is the track owner of all 

segments of the DC2RVA corridor, and the primary operator in all segments except for one 

segment leased to BBRR (over which both BBRR and CSXT operate freight service). CSXT 

operates a freight rail network that spans 20,769 miles (as of year-end 2014) and serves 23 states 

located east of the Mississippi River, as well as the District of Columbia and the Canadian 

provinces of Quebec and Ontario. CSXT owns 761 miles of railroad in Virginia (roughly 25 

percent of Virginia’s total rail network) and has operating rights via lease or trackage rights 

over an additional 293 miles in the state. CSXT’s RF&P Subdivision between Washington, D.C. 

and Richmond makes up the majority of the DC2RVA corridor, and provides a critical link in 

CSXT’s freight rail network between routes in the Southeast built by CSXT predecessor 

companies and routes in the Northeast inherited from CSXT predecessors. The RF&P 

Subdivision was formerly the RF&P Railroad, which CSXT purchased in 1991. 

3.1.1.1 The DC2RVA Corridor as a Component of the CSXT Network 

The DC2RVA project limits include components of three critical rail corridors in the larger 

CSXT freight rail network: the I-95 Corridor, National Gateway, and Coal Network. The CSXT 

freight rail network is shown on Figure 3-2. 

 I-95 Freight Rail Corridor. The Interstate 95 (I-95) Freight Rail Corridor is a 1,400-

mile rail line running the length of the eastern seaboard between New York and Miami, 

FL that includes as a component the RF&P Subdivision. The I-95 Freight Rail Corridor 

serves the major cities and seaports of the Northeast, Mid-Atlantic, and Southeastern 

United States, linking 10 states (New York, New Jersey, Pennsylvania, Delaware, 

Maryland, Virginia, North Carolina, South Carolina, Georgia, and Florida) and the 

District of Columbia. It is the only rail corridor along the eastern seaboard south of 

Washington, D.C. The CSXT rail corridor roughly parallels the I-95 highway between 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-10 Alternatives Technical Report 

New York and Miami and serves many urban, port, industrial, and rural areas along the 

eastern seaboard. CSXT primarily transports food and consumer products, as well as 

metals, chemicals, agricultural products, and building materials along this line. 

 National Gateway. The National Gateway is a public-private partnership to improve 

the transportation of shipping containers between Mid-Atlantic seaports and population 

centers in the Midwestern United States. The $850 million initiative is funding the 

construction of new intermodal container transfer facilities and raising clearances on 

approximately 1,000 miles of CSXT main line between North Carolina and Ohio to allow 

containers to be transported two-high (double-stacked) in railcars, improving operating 

efficiency and lowering costs. Upgrades to three corridors comprise the major focus of 

the National Gateway program: the I-70/I-76 Corridor between Washington, D.C. and 

northwest Ohio via Pittsburgh, PA; the I-95 Corridor between Baltimore, MD, 

Washington, D.C., and North Carolina, along with a branch to Portsmouth, VA; and the 

Carolina Corridor between Wilmington, NC and Charlotte, NC. As part of the National 

Gateway project, CSXT in 2015 began reconstruction of the Virginia Avenue Tunnel in 

Washington, D.C., which will add a second main track through the tunnel and raise 

clearances to accommodate double-stacked intermodal trains. The project will eliminate 

one of CSXT’s largest network bottlenecks on the East Coast, which affects not only 

CSXT freight trains but passenger and commuter rail operations on the DC2RVA 

corridor. The Commonwealth of Virginia’s Rail Enhancement Fund has contributed 

funds to this project. 

 Coal Network. In Richmond, the DC2RVA project area includes a small component of 

the CSXT Peninsula Subdivision east to Beulah. This subdivision is part of CSXT’s Coal 

Network, which connects coal mines in the Appalachian Mountains with industrial 

areas and seaports in the Mid-Atlantic. The Coal Network carries export coal bound for 

marine terminals at Newport News, VA and domestic coal for power plants and 

industrial customers across the CSXT network. The Project area’s BBRR trackage 

between Richmond and Doswell also supports the CSXT Coal Network by providing a 

route for empty coal trains to return to Appalachian region mines. This keeps 

westbound empty trains from conflicting with eastbound loaded movements on CSXT’s 

single-track Coal Network between Clifton Forge, VA and Richmond. 

3.1.1.2 Types of CSXT Freight Trains 

The types of freight trains operated by CSXT can be summarized in four classes, in order of 

dispatching priority: 

 Intermodal Trains. CSXT operates daily intermodal trains on the DC2RVA corridor. 

These trains carry truck trailers and shipping containers and operate between New York 

(northern New Jersey), Philadelphia, PA, and Jacksonville, FL. In addition, CSXT 

operates intermodal container trains between Chicago, IL and the deepwater container 

port at Portsmouth, VA. Intermodal trains typically carry time-sensitive cargo, often on 

expedited schedules to compete with trucks, and as such are given the highest 

dispatching priority among freight trains. Intermodal trains on the DC2RVA corridor 

between Washington, D.C. and Richmond can operate at a higher maximum allowable 

speed (60 mph) than other types of freight trains (55 mph). 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-11 Alternatives Technical Report 

 Scheduled Manifest Trains. Manifest trains carry multiple goods and commodities in 

individual carloads for multiple shippers between multiple origin and destination pairs. 

Manifest trains carry a variety of commodities, including food products, lumber, metals, 

chemicals, auto parts, paper products, waste, and scrap using different car types, such as 

boxcars, gondolas, tank cars, covered hopper cars, and other specialized rail equipment. 

Most manifest traffic moves door-to-door, although customers without direct rail access 

or who need less-than-carload quantities use transload facilities, where products can be 

transferred from railcars to trucks for further shipment. Manifest trains are usually 

classified (i.e., sorted) at originating and terminating yards and may set out or pick up 

cars at intermediate yards en route. 

 CSXT operates several daily scheduled manifest trains on the DC2RVA corridor 

between major yards in the Northeast and Southeast. Acca Yard in Richmond performs 

some manifest classification work, handles pickups and set-outs made by manifest trains 

with different originations and destinations, and supports the rail-served industrial 

operations present in the region. Some manifest freight trains may be scheduled as 

“priority” or “expedited” and be given a higher dispatching priority. The DC2RVA 

corridor hosts one of the most unique and well-known priority manifest trains in the 

United States: a trainload of Tropicana orange juice products that CSXT runs from a 

production facility in Bradenton, FL to a distribution center in Jersey City, NJ. 

 Bulk Freight Trains. Bulk freight trains, often called unit trains, carry one single 

commodity and generally originate, operate, and terminate as intact trainsets between 

one shipper and one receiver. Bulk trains do not require intermediate switching en 

route. Bulk freight trains do not usually operate on set schedules, but rather are 

dispatched at times when they do not interfere with the operation of intermodal freight, 

scheduled manifest freight, or passenger and commuter trains, and in a timely manner 

to meet customer requirements. Bulk freight trains operating in the DC2RVA corridor 

carry coal, grain, rock, and other commodities. 

 Local Freight Trains. Local freights pick up and drop off cars at businesses, bulk 

transfer facilities, industrial parks, and other locations requiring rail service. Local trains 

are based out of rail yards, where the cars for local customers are picked up or set out by 

long-haul manifest freight trains. Local freights usually operate on schedules designed 

to meet individual customer needs and requirements. These trains generally have the 

lowest dispatching priority, except at times when the train crew’s hours available to 

work (hours of service) may be close to running out, in which case dispatchers will 

expedite the train’s return to its home terminal. Depending on the track space and 

configuration of a rail customer’s spur, a local freight may occupy a main track while 

switching a customer, especially if the train crew has to leave cars on the main track 

while switching because of a lack of track capacity on the spur. On the DC2RVA 

corridor, CSXT bases local freights out of multiple yards in the Richmond metropolitan 

area and at Fredericksburg. CSXT’s local freight operations also include manned helper 

locomotives that assist by pushing or pulling through freight trains that operate on lines 

with heavy grades north and east of Fulton Yard in Richmond. NS bases a local freight 

train at Alexandria that has trackage rights on the DC2RVA corridor. BBRR bases local 

freights at its yard in Doswell that operate on BBRR trackage. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-12 Alternatives Technical Report 

3.1.1.3 Cab Signaling and Automatic Train Control on the RF&P Subdivision 

CSXT’s RF&P Subdivision is equipped with an automatic train control (ATC) system1 to stop 

trains that exceed the authorized speed indicated by the line’s signaling system. In the 1920s, 

the RF&P Railroad installed an ATC system with cab signals on its main line between Arlington 

and Richmond. 

Cab signaling, which works together with ATC on the corridor, displays a line’s signal status 

directly to the engineer in the locomotive cab, transmitting the line’s fixed wayside signals to 

provide continuous information on the track conditions ahead. A sensor installed beneath the 

front of a locomotive or cab car receives the signal code through the rails and displays it in a 

readout in the cab. When a signal changes, the engineer is alerted and can respond immediately, 

rather than having to wait until the appearance of the next wayside signal before taking action. 

On lines with heavy passenger traffic, this feature helps increase track capacity by allowing 

trains to follow each other more closely. On the RF&P Subdivision, cab signal readouts display 

the following four signal aspects: Clear (proceed at maximum authorized track speed), 

Approach Medium, Approach, and Restricting. 

ATC is a form of speed control based on the cab signaling system. If the train speed exceeds the 

maximum allowed, an overspeed alarm sounds in the cab. If the engineer fails to reduce the 

train’s speed, the brakes are automatically applied and the train is stopped. All trains, including 

Amtrak and VRE passenger trains, operating on the RF&P Subdivision are required by FRA to 

have a locomotive or cab car from which the train’s brakes are being controlled with cab 

signaling and ATC equipment (49 CFR Rule 236.509). 

CSXT converted the RF&P Subdivision’s cab signal frequency in the late 1990s from the RF&P 

system’s 60-Hertz operating cycle to the more common 100-Hertz cycle used on the adjacent 

Amtrak Northeast Corridor (NEC) and Conrail freight lines. This eliminated the need for a 

dedicated pool of locomotives equipped with the RF&P’s unique cab signal equipment to lead 

freight trains on the I-95 Corridor, improving operational efficiency. In 2009, CSXT completed a 

project with funding from VRE through Virginia’s Rail Enhancement Fund to extend the Cab 

Signal System and Automatic Train Control north of RO interlocking in Arlington to the 

Virginia interlocking in Washington, D.C., allowing trains to operate across the Long Bridge at 

higher speeds and at closer spacing distances. 

3.1.1.4 Freight Train Crew Hours of Services 

An important consideration for determining when freight trains operate is the ability of a train 

crew to complete its portion of the train’s trip within the federally prescribed 12-hour window 

of on-duty time. CSXT’s freight train crew districts are longer than the DC2RVA corridor, so 

crews must cover territory not just within the DC2RVA corridor, but beyond it. 

Trains operating north from Richmond face a particular challenge getting through Washington, 

D.C., because every CSXT freight line leading to and from the city is shared with passenger and 

commuter trains. Commuter trains from Washington, D.C. operate on CSXT trackage south to 

 

1 ATC is similar to Positive Train Control (PTC). Both systems are designed to automatically stop a train 

that exceeds the speed permitted by the signal system. ATC is an existing technology that was installed 

by CSXT predecessor Richmond, Fredericksburg & Potomac Railroad in the 1920s. PTC is a federal 

mandate for all rail systems throughout the country. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-13 Alternatives Technical Report 

Fredericksburg and Alexandria, VA, north to Baltimore, and northwest to Brunswick, MD, 

Frederick, MD, and Martinsburg, WV. 

Although the commuter traffic runs primarily to Washington, D.C. in the morning and away 

from Washington, D.C. at night, CSXT’s freight operations are bidirectional at all hours. During 

peak commuter periods, when only one track can be used for freight operations, there are 

limited opportunities for CSXT freight trains traveling in opposing directions to pass one 

another. As a result, CSXT may hold trains as far away as Richmond, Baltimore, or Brunswick 

to wait for times when interference from commuter trains will be minimal or nonexistent, in 

order to optimize its use of train crews and allow a crew to complete its entire journey within 

the federally allotted time. However, holding trains for additional time at major yards prevents 

that yard track space from being used for switching or receiving inbound trains, which then 

may require inbound trains to wait elsewhere on the main line for space to open up in the yard. 

Given the extensive commuter territories within and north of the DC2RVA corridor, there are 

few freight trains that can avoid both commuter windows. 

3.1.2 Norfolk Southern Railway 

NS operates approximately 20,000 route miles in 22 states and the District of Columbia, serves 

every major container port in the eastern United States, and provides connections to other rail 

carriers. NS owns 1,897 route-miles in Virginia (about 60 percent of the state’s total rail 

network), including a rail line from Manassas that connects to the DC2RVA corridor at AF 

interlocking in Alexandria. 

NS has trackage rights from Alexandria north on the DC2RVA corridor and CSXT track through 

the Virginia Avenue Tunnel to a connection with Amtrak’s NEC at Landover, MD, and then 

north on the NEC from Landover to Philadelphia. However, NS does not currently operate any 

freight trains over this track. NS has used its CSXT trackage rights for a local freight train based 

out of the NS freight yard in Alexandria that entered the DC2RVA corridor at AF interlocking 

and operated 2 miles north to a junction called Slaters Lane. There, the NS local train accessed a 

branch line to switch customers located south of Reagan National Airport. However, no active 

freight shippers are currently located on the branch, obviating the need for regular NS freight 

operations on the DC2RVA corridor. (In years past, NS had operated coal trains on the branch 

line to serve a PEPCO power plant in Alexandria; however, that plant shut down in 2012.) 

Despite the closing of the plant, NS rights to operate on the corridor remain in effect. 

3.1.3 Buckingham Branch Railroad 

The BBRR is a family-owned short line railroad that operates 275 miles of railroad in central 

Virginia. BBRR was founded in 1988 by Robert and Annie Bryant and ran its first train on 

March 6, 1989. Since then, it has grown from a 17-mile line with two employees to its current 

size of 275 miles with 88 employees. 

In 2004, BBRR signed a lease with CSXT to operate and maintain a 200-mile CSXT main line 

between Richmond and Clifton Forge. The leased property includes a segment of track in the 

DC2RVA project area between AM Junction in Richmond (the east end of BBRR’s line) and 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-14 Alternatives Technical Report 

Doswell (where BBRR’s line crosses CSXT’s DC2RVA corridor main line at a diamond2). CSXT 

retains trackage rights over the route and uses them on a daily basis. BBRR serves local 

industries on its main line between Richmond and Clifton Forge, as well as a branch to the NS 

main line at Orange, VA. CSXT operates unit bulk trains of empty cars westbound from 

Richmond to Clifton Forge several times per day on an as-needed basis. Doing so allows CSXT 

to send eastbound loaded unit bulk trains on its own single-track line along the James River 

between Clifton Forge and Richmond without conflicts from opposing westbound traffic. CSXT 

also originates unit trains of granite rock on the BBRR at a Martin Marietta facility in Verdon 

(near Doswell) that operate to Richmond and points east. 

3.1.4 Amtrak 

Amtrak operates passenger rail service throughout the United States and has done so since May 

1, 1971, when it took over passenger operations previously provided by private railroads. 

Amtrak generally operates over the tracks of the private freight railroads, with a few exceptions, 

the most notable being the NEC, which is all in public ownership. Amtrak trains are operated 

by Amtrak crews using Amtrak-owned equipment. Amtrak operates 24 daily trains and two triweekly trains in Virginia. Operations are more frequent north of Alexandria, where Amtrak 

passenger trains, using an NS rail line from Lynchburg and Manassas, VA, join the DC2RVA 

corridor for the trip into Washington Union Station and the NEC. 

The 2013 Virginia State Rail Plan notes that Amtrak ridership in Virginia jumped 77 percent from 

2004 to 2012, a much higher rate than the 24 percent increase the state rail plan says was 

recorded on Amtrak’s overall system during that time. In 2015, Amtrak’s Virginia fact sheet 

reported that more than 1 million passengers boarded or disembarked at Amtrak stations in the 

DC2RVA corridor, and five million Amtrak passengers began or ended their trips at 

Washington Union Station. 

3.1.4.1 Types of Amtrak Service in the DC2RVA Corridor 

Amtrak trains operating in the DC2RVA corridor can be divided into four types: Northeast 

Regional (Virginia), Interstate Corridor (Carolinian), Long Distance, and Auto Train. 

Northeast Regional (Virginia) Service. Northeast Regional (Virginia) service operating in 

Virginia is an extension of NEC intercity train service from Boston, MA and New York, NY that 

continues through Washington, D.C. to points in Virginia. These trains, which operate under 

the Amtrak brand name “Northeast Regional (Virginia),” provide regional passenger rail 

service along the length of the NEC and make frequent stops to board and detrain passengers. 

Northeast Regional (Virginia) trains provide a travel alternative to driving I-95. A Northeast 

Regional (Virginia) train can carry approximately 300 to 600 passengers, depending on the 

number of cars in the train’s consist. 

As of 2015, Northeast Regional (Virginia) trains provide six daily round trips that used all or 

part of the DC2RVA corridor. Five of the six Northeast Regional (Virginia) trains operate from 

Washington, D.C. to Richmond, VA with two terminating in Richmond, two extending to 

Newport News and one extending to Norfolk. The sixth Northeast Regional (Virginia) train 

 

2 In railroad parlance, a “diamond” is an at-grade or level crossing of two or more tracks; the diamond 

refers to the shape inside the crossing tracks. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-15 Alternatives Technical Report 

operates from Washington, D.C. to Lynchburg, VA and departs the DC2RVA corridor after 

serving the Alexandria station. 

Northeast Regional (Virginia) trains are powered by P42 diesel locomotives south of 

Washington, D.C. (one per trainset) and consist of Amfleet coaches (four to seven per trainset), 

an Amfleet Business class car, and an Amfleet all-table dinette (food-service car). One trainset 

(an overnight train between Boston and Newport News) also operates with a Viewliner II 

baggage car. Amfleet equipment is capable of operating at speeds of up to 125 mph where the 

track classification and signaling permits. Operation in the DC2RVA segment (RichmondWashington) is currently limited to 70 mph maximum allowable speed (MAS). 

Northeast Regional (Virginia) trains serve all Amtrak passenger rail stations located in the 

DC2RVA corridor with the exception of the Auto Train terminal at Lorton, VA (see Chapter 8 

for a description of Amtrak passenger stations in the corridor). Virginia provides funding for 

Northeast Regional (Virginia) trains operating in the state under a cost-sharing agreement with 

Amtrak, as required for trains operating less than 750 miles by the Passenger Rail Investment 

and Improvement Act (PRIIA) of 2008. 

Interstate Corridor (Carolinian) Service. Interstate Corridor (Carolinian) Service is similar 

to Northeast Regional (Virginia) Service; however, with a route length of 750 miles or less, 

extending through Virginia to North Carolina. This train’s operation is solely funded by the 

state of North Carolina under PRIIA, the same Federal law that mandates Virginia’s funding of 

Northeast Regional (Virginia) trains. 

The Carolinian is powered by a single P42 diesel locomotive and consists of a Viewliner II 

baggage car, four Amfleet coaches, an Amfleet Business class car, and an Amfleet dinette. The 

Carolinian serves Alexandria, Quantico, Fredericksburg, Richmond Staples Mill Road, and 

Petersburg in Virginia (see Chapter 8). 

Long Distance Service. Long Distance Service includes trains that operate on routes greater 

than 750 miles. States are not required to provide operating support for long distance service. 

Most Long Distance Amtrak trains operating in the East have a capacity of 200 to 400 

passengers. As of 2015, Amtrak provides Long Distance Service with five round trip trains that 

use the DC2RVA corridor: three use the full length of the DC2RVA corridor continuing through 

Virginia to Georgia and Florida, including the daily Palmetto, Silver Star, and Silver Meteor 

trains; and two use the portion of the DC2RVA corridor between Washington and Alexandria, 

then diverge onto NS to points west and south, including the daily Crescent train, and Cardinal 

which operates three times per week. 

Most Long Distance trains with journeys that require overnight operation are powered by two 

P42 diesel locomotives. These trains have a Viewliner II baggage car, Viewliner sleeping cars 

(one to three per trainset), a Heritage dining car, an Amfleet diner-lounge, and three to five 

Amfleet II leg-rest coaches (with greater seat pitch). The daytime-only Palmetto operates 

between New York and Savannah, GA with one P42 locomotive, one baggage car, and six 

Amfleet cars. Long Distance equipment is capable of operating at speeds of up to 110 mph 

where the track classification and signaling permits higher operating speeds. Long Distance 

trains in the DC2RVA corridor serve Washington Union Station, Alexandria, Fredericksburg, 

and the Richmond area’s Staples Mill Road Station. All but one of these trains operates nonstop 

between Alexandria and Richmond. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-16 Alternatives Technical Report 

Auto Train. Amtrak’s Auto Train is a separate Long Distance service that is unique both 

among trains in the DC2RVA corridor and the entire Amtrak system. It exclusively serves 

passengers with an accompanying motor vehicle and operates as a daily nonstop, overnight 

train between dedicated station facilities in Lorton, VA and Sanford, FL. The Auto Train 

operates with bi-level Superliner passenger equipment (coaches, lounges, diners, and sleepers), 

and specialized multi-level aluminum vehicle carrier cars that transport automobiles. The train 

is typically powered by two P40 diesel locomotives and has a maximum consist length of 50 

cars (17 Superliner cars and 33 vehicle carriers). 

3.1.4.2 Amtrak Train Frequencies in DC2RVA Corridor 

Effective September 2015, Amtrak passenger train frequencies in the DC2RVA corridor (Figure 

3-3) consisted of: 

 Northeast Regional Service (Virginia) 

 Two round trips daily (one daytime, one overnight) between Boston and Newport 

News. 

 One round trip daily between Boston and Richmond (Staples Mill Road Station). On 

Friday afternoon only, the southbound train continues operating south of Staples Mill 

Road to Newport News. 

 One round trip six days per week between Boston/New York and Richmond (Staples 

Mill Road Station). 

 One round trip daily between Boston/Springfield, MA/New York and Norfolk. 

 One round trip daily between Boston/Springfield/New York and Lynchburg, operating 

in the DC2RVA corridor between Washington, D.C. and AF interlocking in Alexandria. 

 Interstate Corridor (Carolinian) Service (North Carolina) 

 Carolinian: One round trip daily between New York and Charlotte. 

 Long Distance Trains 

 Palmetto: One round trip daily between New York and Savannah via Charleston, SC. 

 Silver Meteor: One round trip daily between New York and Miami via Charleston, SC. 

 Silver Star: One round trip daily between New York and Miami via Raleigh, NC and 

Columbia, SC. 

 Crescent: One round trip daily between New York and New Orleans, LA, operating in 

the DC2RVA corridor for only 6.5 miles between Washington, D.C. and AF interlocking 

in Alexandria. 

 Cardinal: One round trip tri-weekly (Sunday/Wednesday/Friday in each direction) 

between New York and Chicago, operating in the DC2RVA corridor only between 

Washington, D.C. and AF interlocking in Alexandria. 

 Auto Train 

 Auto Train: One non-stop round trip daily between Lorton and Sanford. 

3.1.4.3 Amtrak Stations 

Amtrak trains serve eight stations in the DC2RVA corridor (see Figure 3-3). Additional detail on 

stations in the DC2RVA corridor is provided in Chapter 8. 

 
DC2RVA Passenger Train Frequencies

Daily 

Round 

Trips

Potomac River

Centralia

3 1 5 Total: 12.5

LD

REG

(VA)

IC

(NC)

Washington, DC

1

AT

1

2

REG

(VA)

To FL/GA To NC

LD

3 1

IC (NC)

To NEC To NEC

REG

(VA)

AT

1

To VA

To LA, IL

1

1.5

1 1.5*

REG

(VA) LD

1

AT

Long-Distance (LD)

Regional (REG)

Interstate Corridor (IC)

Auto Train (AT)

StaƟon Stop

City also served by VRE commuter trains

Operates 3x/week

Union StaƟon

Alexandria, VA

Woodbridge, VA

Lorton, VA

Ashland, VA

Main Street StaƟon

QuanƟco, VA

Richmond, VA

Staples Mill Road

Newport 

News, VA

Norfolk, VA

Fredericksburg, VA

Petersburg, VA

L’Enfant StaƟon

Service as of 12/31/2015
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-18 Alternatives Technical Report 

3.1.5 Virginia Railway Express 

VRE is a transportation partnership of the Northern Virginia Transportation Commission and 

the Potomac & Rappahannock Transportation Commission and has been providing commuter 

rail service to the residents of northern Virginia since 1992. 

VRE commuter trains operate on two lines, the Fredericksburg Line and the Manassas Line, 

which join at Alexandria and continue into Washington Union Station. VRE commuter trains 

are operated under contract with Keolis Rail Services America, using Keolis train crews and 

VRE-owned equipment. Ridership has grown about 6 percent per year between 2002 and 2012, 

according to the 2013 Virginia State Rail Plan, and currently averages approximately 19,000 

passenger trips per day, making it the tenth largest commuter rail service in the country. 

3.1.5.1 VRE Operations and Train Frequencies 

VRE trains operate Monday-Friday only, with most trips timed to bring passengers to 

Washington, D.C. for work in the morning and from Washington, D.C. back home in the 

evening. As of 2015, operations on each line are as follows: 

 Fredericksburg Line: Eight weekday-only round trips between Washington, D.C. and 

Spotsylvania (60 miles) 

 Manassas Line: Eight weekday-only revenue round trips and one weekday-only nonrevenue round trip between Washington, D.C. and Broad Run/Airport Station (36 

miles), operating in the DC2RVA corridor between Washington, D.C. and AF 

interlocking in Alexandria (9 miles). VRE operates one of its daily round trips as a midday train, and a second daily round trip as reverse-peak southbound in the morning and 

northbound in the evening. 

VRE commuter trains operate as push-pull trainsets, with the locomotive always on the south 

end, either pulling or pushing the train depending on the direction of operation. VRE trainsets 

are powered by a single MP36 diesel locomotive and consist of bi-level Gallery cars (four to 

eight cars per trainset). The end car of each trainset is a cab car equipped with an operating cab 

for the engineer to operate the train when the locomotive is running in the “push” mode 

(normally northbound). 

VRE’s fleet is made up of 20 MP36PH-3C diesel locomotives capable of 90 mph that were built 

in Idaho by MotivePower Inc. in 2010-2011. The majority of VRE’s commuter cars are bi-level 

Gallery cars that seat 123-144 passengers, and were built by Nippon Sharyo in two orders, one 

71-car order with deliveries from 2006 to 2009, and a second order with deliveries that began in 

2014 and will run through 2016. VRE supplements this fleet with a handful of 1950s-era Gallery 

cars purchased in 1999 from Chicago commuter agency Metra. Gallery cars have two levels of 

seating, with an open space running the length of the center aisle that divides the upper level 

seats into two sections. This design allows conductors to check passenger tickets on both levels 

from the bottom level of the car. 

VRE has two maintenance facilities where trains are stored, cleaned, serviced, and inspected 

during the night: 

 Crossroads (south of Fredericksburg in Spotsylvania County 6.2 miles south of the 

Fredericksburg Station, on the DC2RVA corridor): Eight trainsets stored overnight 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-19 Alternatives Technical Report 

 Broad Run (west of Manassas, on the NS Piedmont main line): Five trainsets stored 

overnight 

 During the day, VRE trains layover at Amtrak’s Ivy City Coach Yard north of 

Washington Union Station, except for one trainset that returns to Broad Run in the 

morning and stays there until the afternoon commuter rush. 

3.1.5.2 VRE Stations and Their Effect on DC2RVA Corridor Operations 

In order to expedite a cost-effective startup of VRE service, new commuter stations were built 

on the DC2RVA corridor with platforms on just one side of the right-of-way (see Chapter 8 for 

additional detail on VRE stations in the DC2RVA corridor). This has created an operational 

condition that restricts VRE commuter trains to the use of just one track over 60 miles of the 

DC2RVA corridor between Washington, D.C. and Spotsylvania. The situation effectively creates 

two parallel single-track railroads during the commuter peaks, one for VRE and one for all 

other freight and passenger services. Amtrak passenger trains traveling with the peak flow of 

VRE commuter trains can, and do, use the VRE commuter track, but may be subject to delays if 

they catch up to, or follow too closely behind, the frequently stopping commuter trains. 

The existing VRE platform configuration has the potential to delay VRE commuter trains as 

well, if slow-moving or stopped Amtrak trains or CSXT freight trains are occupying the track 

where the VRE station platforms are located. Additional delays can ensue when track 

maintenance work is being performed on the track that serves VRE station platforms. Finally, 

the lack of platforms on both sides is one impediment to an expansion of VRE service, since 

commuter trains would not be able to make mid-route station stops in both directions during 

peak periods. Table 3-2 lists the VRE commuter rail stations in the DC2RVA corridor and 

indicates the location of station platforms. 

TABLE 3-2: PLATFORM LOCATIONS OF VRE COMMUTER STATIONS IN THE DC2RVA 

CORRIDOR 

VRE Commuter Rail Station Platform on 

West Side Only 

Platforms on 

Both Sides 

Platform on 

East Side Only 

Washington Union Station * 

L’Enfant * 

Crystal City * 

Alexandria * 

Franconia-Springfield * 

Lorton * 

Woodbridge * 

Rippon * 

Potomac Shores (under construction) * 

Quantico * 

Brooke * 

Leeland Road * 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-20 Alternatives Technical Report 

TABLE 3-2: PLATFORM LOCATIONS OF VRE COMMUTER STATIONS IN THE DC2RVA 

CORRIDOR 

VRE Commuter Rail Station Platform on 

West Side Only 

Platforms on 

Both Sides 

Platform on 

East Side Only 

Fredericksburg * 

Spotsylvania * 

In addition, the original VRE commuter platforms are approximately 400 feet in length, long 

enough to serve a five-car trainset but inadequate for many of the commuter train consists that 

operate today on the Fredericksburg Line. VRE deploys the following trainsets and the 

following lengths to cover scheduled service on the Fredericksburg Line: 

 Four cars (340 feet without locomotive): one set 

 Five cars (425 feet without locomotive): one set 

 Six cars (510 feet without locomotive): three sets 

 Seven cars (595 feet without locomotive): two sets 

 Eight cars (680 feet without locomotive): one set 

Because most of the trainset lengths used in the Fredericksburg Line service exceed the station 

platform lengths, extra dwell time at stations is required to allow passengers to walk through 

cars before reaching a car with an open door at the platform. A 2007 VRE analysis indicated that 

the lack of longer platforms was adding time to each trip covered by a trainset longer than six 

cars. VRE indicated that travel time could decrease by three to four minutes per trip for longer 

consists if platforms of 650 feet or longer were available. 

Of the 13 VRE stations served by Fredericksburg Line commuter trains, six stations have 

platforms approximately 400 feet long. VRE plans to lengthen platforms to 650 feet, enough to 

accommodate an eight-car trainset, at five Fredericksburg Line stations (Franconia, Rippon, 

Lorton, Brooke, and Leeland Road). The work is also expected to allow for future platform 

extensions to 850 feet to accommodate the 10-car trainsets, which VRE plans to run in the 

future. The station improvement plans also include adding second platforms to stations where 

only one platform currently exists, improving operational flexibility in the northern portion of 

the DC2RVA corridor. 

3.2 RAIL INFRASTRUCTURE AND OPERATIONS BY SUBDIVISION 

While the existing track and signals and communication systems have been modernized, the 

rail alignments and available rights-of-way are those of a mid–19th century railroad, and in 

many areas are not able to efficiently support the increased levels of passenger rail service that 

the DC2RVA project contemplates without substantial improvements in rail infrastructure. The 

primary trackage in the DC2RVA corridor is the CSXT-owned RF&P Railroad line, which was 

established in the 1830s to connect Richmond to Fredericksburg, extended north to Aquia 

Harbor, and then later extended to the Potomac River in Alexandria. In the mid-1800s, 

Richmond was a railroad hub, served by five railroads extending outward like spokes from a 

wheel – however, typical of the time, these railroads were not originally laid out to connect or 

operate jointly. As the railroads continued to develop in the late 1800s and early 1900s, 

connections were made between different lines to serve the passenger and freight needs of the 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-21 Alternatives Technical Report 

day. However, Richmond’s topography and development limited the ability to connect the 

existing railroads. CSXT’s acquisition of four of the five Richmond area railroad lines, and the 

subsequent joint operation of these lines, is a relatively recent development. Current rail 

operations in the Richmond area, and particularly transitions between trains moving northsouth and those moving east-west, experience greater opportunities for slow or delayed 

operations as a result of the limited connecting tracks available between main lines. 

The DC2RVA project limits extend approximately 123 miles from the CSXT control point (CP) 

RO, milepost (MP) CFP-110, in Arlington south to the CSXT A-Line/S-Line junction at MP A-11 

in Centralia (Chesterfield County). Additional segments of the Project include approximately 

8.3 miles of the CSXT Peninsula Subdivision CA-Line from Beulah Road (MP CA-76.1) in 

Henrico County to AM Junction in Richmond, and the approximately 26-mile BBRR from AM 

Junction to the CSXT RF&P Subdivision crossing (MP CA-111.8) in Doswell. 

A description of rail infrastructure and operations in each subdivision appears below. Districts 

adjacent to the project limits are also described due to the influence of Districts on infrastructure 

and service options for the DC2RVA corridor. 

3.2.1 Amtrak Washington Terminal District 

Owner/Operator: Amtrak 

Subdivision Route/Mileage: Washington Union Station (MP 136.0) – CP Virginia interlocking in 

Washington, D.C. (MP 137.1) (Figure 3-4) 

Distance: 1.1 miles 

Line Heritage: Washington Terminal Company 

Number of Main Tracks: Two main tracks 

Maximum Allowable Speed-Passenger: 25 mph 

Maximum Allowable Speed-Freight: 10 mph 

Limiting Passenger Speed3: 10 mph 

Signals: Interlocking Signals and NORAC Rules 600-616 

Operational Authority: Train Director, K Tower 

Maximum Allowable Gross Weight: n/a 

Clearances: Superliner compliant (16’2” ATR) 

Trains per Day: 

 21-24 Passenger (Amtrak) 

 34 Commuter (VRE, weekdays only) 

 

3 Limiting speeds are identified within segments along the corridor where the train may not be able to 

operate at its MAS for the full length between station stops. Limiting speeds can be implemented for 

various reasons to include; civil speed restriction purposes, track curvature, geometrical reasons and 

station proximity. 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-3_WashingtonTerminal_8.5x11_AltTech_BC.mxd | Last Updated: 12.30.2015

Figure 3-4

Amtrak

Washington

Terminal District

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: Bing Aerial Imagery, Microsoft 

Corporation and its data suppliers

[ 0 1,000 2,000

Feet

@ 8.5 x 11 inches

Legend

Existing Track

(! CSXT Mileposts

!( CSXT Control Point

"I3 Amtrak/VRE Station

3I VRE Station

[

Virginia Avenue Tunnel

W a s h i n g t o n , D . C . W a s h i n g t o n , D . C .

First Street Tunnel 1 inch = 2,000 feet

Anacostia River

Washington Channel

Potomac

River
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-23 Alternatives Technical Report 

3.2.1.1 Station Activity and Train Volumes 

Washington Union Station is the southern anchor of Amtrak’s NEC from New York and Boston, 

and the hub for three Maryland Area Regional Commuter (MARC) rail lines serving Maryland 

and two VRE commuter rail lines serving Virginia. The station was partially opened in 1907, 

completed in 1908, and renovated in 1988. In 2015, approximately 70,000 people per day visited 

Union Station, including more than 13,000 Amtrak passengers a day, making Union Station the 

second-busiest station on the Amtrak system. 

On weekdays, more than 200 revenue trains serve Union Station. North of Washington, D.C., 

Amtrak’s limited-stop, high-speed Acela Express trains operate once an hour on the NEC. 

Amtrak Northeast Regional (Virginia) trains, which operate at slower speeds and make more 

stops on the NEC, also operate approximately once an hour. All Amtrak train service on the 

NEC between Washington and Boston is powered by electric locomotives. MARC operates 

daily electrified Penn Line commuter trains on the NEC, with frequent service during the 

weekday morning and afternoon rush hours. MARC Brunswick Line and Camden Line dieselelectric commuter trains operate weekdays only during morning and evening commuter 

periods. 

VRE diesel-electric commuter trains operate on weekdays, with most service bunched to arrive 

at Union Station during the morning peak periods and depart in the evening peak periods. VRE 

train activity at Union Station ranges from three to five trains per hour between 6 a.m. and 9 

a.m., and between 3 p.m. and 6 p.m. Table 3-3 summarizes Union Station’s revenue train 

activity, as of September 2015. 

TABLE 3-3: REVENUE TRAINS SERVING WASHINGTON UNION STATION 

Trains Monday-Friday Saturday Sunday 

Total Trains 214-219 73 80 

Amtrak Total 87-91 55 68 

Acela Express 32 8 18 

Northeast Regional 

(Virginia) 

41-43 33 34 

Intercity Corridor 4 4 4 

Long Distance 10-12 10 12 

MARC Total 95-96 18 12 

Penn Line 56 18 12 

Camden Line 21 0 0 

Brunswick Line 18-19 0 0 

VRE Total 32 0 0 

Fredericksburg Line 16 0 0 

Manassas Line 16 0 0 

Note: Train counts shown in the table are one-way revenue trips 

In addition to the trains shown above, station activity also includes a multitude of non-revenue 

moves, including VRE commuter trains operating between Union Station and Amtrak’s Ivy City 

Coach Yard, where the trains lay over during the day. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-24 Alternatives Technical Report 

3.2.1.2 Platform Configuration Limits Operations 

Washington Union Station has 20 active platform tracks. Fourteen platform tracks (Nos. 7-20) 

are located on an upper level and are stub-ended, meaning trains that enter the station from the 

north must reverse direction to exit the station. The station’s lower level has nine tracks (Nos. 

22-30), six of which serve three platforms and funnel southward into the First Street Tunnel 

(Nos. 23-28), which leads toward Virginia and points south. Track No. 21 has been removed and 

three lower level tracks that currently do not serve passenger platforms (Nos. 22, 29 and 30) do 

not extend south of Union Station. 

As of fall 2015, 21 to 24 Amtrak passenger trains per day and 34 VRE weekday-only commuter 

trains (including two nonrevenue turnback trains) serve Union Station. These trains represent 

one-quarter of Union Station’s weekday train activity and are relegated only to the six lowerlevel platform tracks that lead to Virginia. Because all Amtrak trains and VRE commuter trains 

to/from Virginia must use the six lower-level platform tracks, a late-running train may 

potentially have to be held out of the station to wait for a lower-level platform track to open up, 

or may itself delay another train that was scheduled to occupy its platform track at that time. 

3.2.1.3 Extended Station Dwell Times Caused by Locomotive Changes 

Since the RF&P Subdivision is not electrified, trains operating south of Union Station are all 

powered by diesel-electric locomotives. Amtrak trains operating to/from stations to the north 

of Union Station on the NEC are powered by electric locomotives. Thus, Amtrak passenger 

trains using the lower-level platforms at Washington Union Station require extended dwell 

times, as a result of the need to change locomotives. The change of locomotives is also 

complicated by the track arrangement of the station’s lower level. The lower level’s six platform 

tracks narrow to two main line tracks that enter the First Street Tunnel. Locomotive changes for 

southbound trains require use of the interlocking where the tracks narrow from six to two. This 

temporarily blocks other trains from entering or exiting the First Street Tunnel. 

All Amtrak trains operating to and from Virginia change train crews at Union Station. In 

addition, all trains which handle checked baggage (which includes all Long Distance trains, 

plus the Interstate Corridor (Carolinian) and one Northeast Regional (Virginia) train), require 

additional station dwell time to load and unload checked bags. 

In May 2015, Amtrak trains operating to and from Virginia had a scheduled dwell time at 

Union Station that ranged from a minimum of 24 minutes to a maximum of 55 minutes. Most 

trains had a scheduled dwell time between 25 and 35 minutes. Although changing engines at 

Union Station does add extra dwell time to a train’s schedule, trains may also be given longer 

scheduled dwell times for other reasons, such as to allow for recovery time on a Long Distance 

trip, or to occupy a specific slot on the tightly scheduled NEC or DC2RVA corridor. 

3.2.1.4 First Street Tunnel 

After departing Washington Union Station, southbound trains proceed through the First Street 

Tunnel to reach CP Virginia, the junction with CSXT’s RF&P Subdivision. The tunnel is 4,108 

feet long and contains two tracks in separate bores. The tracks can be operated bi-directionally. 

Amtrak and VRE shared the cost of a clearance improvement project for the First Street Tunnel 

that was completed in 1995, allowing VRE to operate bi-level commuter equipment, which hold 

more passengers per car than older single-level equipment, and allowed Amtrak’s bi-level 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-25 Alternatives Technical Report 

Superliner cars to operate south of Union Station. The tunnel is signaled to only allow one train 

through at a time, owing to ventilation issues within the tunnel. 

3.2.2 CSXT RF&P Subdivision, North Segment: Washington, D.C.-Alexandria, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: M Street interlocking in Washington, D.C. (CFP 113.8) – AF 

interlocking in Alexandria (CFP 104.3) (Figure 3-5) 

Distance: 9.5 miles 

Line Heritage: Pennsylvania Railroad; RF&P Railroad 

Number of Main Tracks: Alternating sections of two and three main tracks 

Maximum Allowable Speed-Passenger: 70 mph 

Maximum Allowable Speed-Intermodal: 60 mph 

Maximum Allowable Speed-Freight: 55 mph 

Limiting Passenger Speed: 30 mph between milepost CFP 112.1-CFP111.2 due to horizontal 

geometry and station proximity. 

Signals: Cab Signal System (CSS) with Wayside Intermediate Signals and Automatic Train 

Control 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: Less than 18’2” (Virginia Avenue Tunnel); a project to increase these clearances is in 

progress 

Trains per Day: 

 21-24 Passenger (Amtrak) 

 34 Commuter (VRE, weekdays only) 

 15-25 Freight (CSXT) 

Crossover locations: 

 Virginia (CFP 112.2): Passenger Tracks 2 and 3 only. Not universal. 

 L’Enfant (CFP 111.5): Three tracks become two to cross Long Bridge. Not universal. 

 RO (CFP 110.1): Two tracks on Bridge become three. Universal 

 Slaters Lane (CFP 106.3): One southbound crossover from Track 3 to 2 

 AF-universal (CFP 104.3): Universal, with additional turnouts to govern exit/entry to 

NS’s Washington District 

 
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Figure 3-5

CSXT RF&P

Subdivision,

North Segment:

Washington, D.C.

to Alexandria, VA

Stafford

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Washington, D.C. Washington, D.C.

Richmond Richmond

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Prince William

King William

New Kent

King

and

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Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.5 1

Mile

@ 8.5 x 11 inches

Legend

Existing Track

(! CSXT Mileposts

!( CSXT Control Point

I3 VRE Station

II3 Amtrak/VRE Station

[

W a s h i n g t o n , D . C . W a s h i n g t o n , D . C .

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A r l i n g t o n A r l i n g t o n

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A l e x a n d r i a A l e x a n d r i a

F a i r f a x C o u n t y F a i r f a x C o u n t y

Potomac River

Long Bridge
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-27 Alternatives Technical Report 

Notes: 

 Mileposts on the RF&P Subdivision are preceded by the CSXT prefix ‘CFP’, and are 

measured from the former Broad Street Station in Richmond. 

Track numbering on the RF&P Subdivision is as follows: 

 Track 1 (east track) 

 Track 2 (center track, or east track if no Track 1) 

 Track 3 (west track) 

3.2.2.1 Overview of Conditions Affecting Operations 

The northernmost segment of the DC2RVA corridor, between Washington, D.C. and 

Alexandria, has the highest volume of passenger and freight trains, yet also contains several 

infrastructure conditions that constrain the corridor’s overall operation, including: 

 The Long Bridge over the Potomac River, the only freight rail bridge over the Potomac, 

carries all freight and passenger trains on the corridor at limited speed. The three-track 

corridor on either side of the bridge squeezes to two tracks to cross the river. The nearest 

freight rail bridges across the Potomac River are at Harpers Ferry, WV, 55 rail miles west 

of Washington Union Station, where CSXT’s main line between Washington, D.C. and 

Chicago, crosses, and Shepherdstown, WV, about 67 rail miles west of Washington, 

D.C., where the NS freight-only main line from Harrisburg, PA to Atlanta, GA crosses. 

Neither bridge can provide an effective alternate route for rail traffic that currently uses 

the Long Bridge. 

 The CSXT Virginia Avenue Tunnel is a single-track, slow-speed tunnel that all freight 

trains must use. The multiple-track rail line approaching the tunnel narrows to a single 

track through the tunnel. Because there are limited spaces to hold trains north and south 

of the tunnel, any lengthy wait by freight trains for track space to clear in the tunnel has 

the potential to produce ripple effects up and down the DC2RVA corridor. In addition, 

the tunnel does not have adequate clearance for double-stack container trains at this 

time, although CSXT has recently initiated a construction project at the Virginia Avenue 

Tunnel that will both install a second track and raise the clearance to allow for doublestack trains.4

 The VRE commuter platforms at L’Enfant Station in Washington, D.C. and Crystal City 

Station in Virginia are located on the west side of the right-of-way only, which limits all 

VRE commuter trains making stops to the use of just one track (Track 3) between 

Washington, D.C. and Alexandria. The lack of universal crossovers at the north end of 

the Long Bridge further restricts operating flexibility in this area. 

 Some of the tightest curves on the entire DC2RVA corridor can be found between 

Washington, D.C. and Alexandria, limiting train speeds to as low as 30 mph in some 

areas, less than half the maximum allowable on other segments of the line. 

 

4 For more information on the Virginia Avenue Tunnel project, see 

http://www.virginiaavenuetunnel.com/index.php 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-28 Alternatives Technical Report 

3.2.2.2 Long Bridge 

The Long Bridge across the Potomac River is a double-track bridge 2,529 feet long. Three tracks 

on either side of the bridge reduce to two tracks over the bridge, reducing available track space 

(Figure 3-6). Trains also slow down to cross the bridge, further reducing available capacity; 

passenger trains are held to 45 mph and freight trains to 25 mph. 

FIGURE 3-6: LONG BRIDGE 

Long Bridge was built in 1904 (the third incarnation of a Potomac River rail crossing in 

Washington, D.C.) and consists of 22 through girder spans and a double swing truss span, 

totaling 24 spans. The current girder and truss spans were installed in 1942 (only the center 

swing span and 12 piers remain from the original 1904 structure), and the bridge was last 

opened for river traffic in 1969. North of the Long Bridge, a second CSXT-owned two-span 

bridge known as Tidal Basin Bridge continues over Washington Channel at Potomac Park. 

Neither the Tidal Basin Bridge nor the Long Bridge is wide enough to accommodate additional 

main tracks. 

The DC2RVA corridor’s track layout and station platform configurations north and south of the 

bridge serve to segregate rail traffic across the Long Bridge. VRE commuter trains and three 

Amtrak weekday Northeast Regional (Virginia) round trips must use the westernmost track, 

Track 3, in order to make station stops at L’Enfant and Crystal City. That pushes all other 

Amtrak passenger trains, reverse-direction VRE commuter trains, and all CSXT freight traffic 

onto just Track 2 during commuter periods. 

As a result, CSXT freight trains must sometimes wait on the freight bypass track north of the 

bridge (Track 1) at CP Virginia until an opportunity opens up to proceed across the Long 

Bridge. During peak commuter periods, this wait may be extensive. Long CSXT freight trains 

that do receive clearance to proceed south across the Long Bridge must operate at a low speed 

coming out of the Virginia Avenue Tunnel’s speed restriction, which can delay passenger and 

commuter trains waiting to use the tracks across the bridge. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-29 Alternatives Technical Report 

The 2015 Long Bridge Study Final Report (District Department of Transportation [DDOT], 2015) 

documented that CSXT freight trains accounted for just over one-fourth of weekday train 

activity. Freight trains that cross Long Bridge during peak commuting periods typically travel 

northbound in the opposite direction of peak commuter travel and operate on Track 2. Results 

of the DDOT 2015 study indicated the demand for additional freight and passenger traffic in the 

region will exceed the existing capacity of the bridge, and additional tracks or rail crossings of 

the Potomac River will be required. FRA and DDOT are in the process of initiating an 

environmental review to evaluate the potential to construct additional capacity over the Long 

Bridge in 2016. 

3.2.2.3 Virginia Avenue Tunnel 

As part of the $850 million National Gateway project, CSXT in 2015 began a major construction 

project that will replace the current Virginia Avenue bore with two new single-track tunnels, 

each having a sufficient vertical clearance to accommodate double-stacked intermodal container 

trains to allow for forecasted increases in freight tonnage. 

The Virginia Avenue Tunnel is approximately 3,800 feet long and is used by CSXT freight trains 

on the I-95 Freight Corridor and CSXT National Gateway passing through Washington, D.C. 

The tunnel was built in two phases between 1872 and 1904. The tunnel is located approximately 

a half-mile north of the CP Virginia interlocking, where passenger trains diverge from the 

DC2RVA corridor onto Amtrak track to access Washington Union Station. 

The Virginia Avenue Tunnel is freight-only, with a MAS of 15 mph. There is only one track 

through the tunnel, which currently limits the number of trains per day that the tunnel can 

accommodate, since only one train at a time can pass through it. The CSXT main line on either 

end of the tunnel consists of two main tracks, allowing trains moving in opposite directions to 

pass each other, with higher track speeds. Its clearances do not currently permit operation of 

trains with double-stacked containers. The project to expand the tunnel’s clearance envelope 

and add a second track will improve freight efficiency and operational fluidity in the corridor 

by removing a single-track bottleneck and providing a location to stage freight trains headed 

south to Richmond without impacting passenger and commuter train operations. 

3.2.2.4 VRE Commuter Stations at L’Enfant and Crystal City 

In the 8-mile stretch between the CP Virginia interlocking (CFP 112.2) in Washington and AF 

interlocking (CFP 104.3) in Alexandria, VRE commuter trains make three intermediate stops: at 

L’Enfant Station in Washington, D.C., Crystal City in Arlington, and Alexandria Station in 

Alexandria. The L’Enfant and Crystal City stations have only one platform, located on the west 

side of the right-of-way serving Track 3, meaning that VRE commuter trains making all stops 

are restricted to just one of the three tracks (Track 3) for nearly 6 miles, from the CP Virginia 

interlocking (CFP 112.2) across the Long Bridge to the Slaters Lane crossover (CFP 106.3) north 

of the Alexandria Station. The lack of additional platforms at L’Enfant and Crystal City prevents 

all tracks from being interoperable at the corridor’s busiest point. 

During each morning and afternoon rush hour, VRE operates several reverse-peak Manassas 

Line trains between Broad Run Station and Washington Union Station. These trains run in the 

opposite direction of the prevailing commuter traffic. Although market opportunities exist for 

accommodating reverse-peak commuter traffic, these trains use Track 2 and do not stop at 

Crystal City and L’Enfant — two of VRE’s busiest stations — in order to keep Track 3 open for 

VRE peak-direction commuter trains serving those stations. On weekdays, three Amtrak 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-30 Alternatives Technical Report 

Northeast Regional (Virginia) round trips also make stops at L’Enfant to board or detrain VRE 

commuter passengers holding extra-fare “step-up” tickets that permit them to ride Amtrak. 

These trains are also confined to the use of only Track 3 between Washington, D.C. and 

Arlington. 

North of the L’Enfant Station is a stub-ended spur connected to Track 3. VRE is in the midst of a 

$4.3 million project that will rebuild the spur as a double-ended storage track for VRE trains, 

with signals and power switches at each end connecting to Track 3. Since VRE has maximized 

its midday storage capacity at Amtrak’s Ivy City yard north of Washington Union Station, the 

L’Enfant storage track will allow VRE to operate additional service by providing a second 

Washington, D.C.-area layover site. 

Between the CP Virginia interlocking and the north end of the Long Bridge, the right-of-way is 

either on an elevated fill or in a cut. Sharp curves and the constrained right-of-way north of 

Long Bridge hold passenger train speeds to 30-40 mph and freight trains to 25 mph. The three 

main tracks from CP Virginia reduce to two main tracks at the L’Enfant interlocking (CFP 111.5) 

before crossing the double-track Long Bridge. The embankment through central Washington, 

D.C. also reduces to two tracks in the section between L’Enfant interlocking and the Long 

Bridge. The L’Enfant interlocking is not a universal interlocking; southbound trains cannot cross 

from Track 3 to Track 2, meaning that any train on Track 3 north of the Long Bridge must stay 

on Track 3 across the Long Bridge, preventing full use of both tracks across the bridge. 

3.2.2.5 Arlington and Crystal City Constraints 

The DC2RVA project area begins at RO interlocking (CFP 110.1) in Arlington. RO has a 

universal crossover just south of the Long Bridge, where a third main track (Track 1) resumes 

and runs for 12.1 miles from Arlington south through Alexandria to Franconia Station (CFP 

98.0). 

Track 1 does not provide access to station platforms at Crystal City or Alexandria and has no 

crossovers linking it to the other tracks between RO and AF interlocking (CFP 104.3) south of 

Alexandria Station. Track 1 is essentially a freight bypass track allowing freight operations to 

continue while passenger and commuter trains serve the stations at Crystal City and 

Alexandria. During peak commuter periods, Track 1 is one of the few sections where 

northbound freight trains can wait for track space to open up across the Long Bridge or through 

the Virginia Avenue Tunnel, and southbound freight trains can wait for the VRE commuter 

period to end, while still allowing for uninterrupted two-way passenger and commuter rail 

traffic on adjacent Tracks 2 and 3. 

The current 3.8 miles of right-of-way from Arlington south through Crystal City to Slaters Lane 

contains eight curves of 2 degrees or more, including two 5-degree curves and two 3-degree 

curves. This series of undulating S-curves limits train speeds on this triple-track section to as 

low as 40 mph for passenger and freight trains north of Crystal City, where the sharpest curves 

are encountered, to 45 mph south of Crystal City. Farther south, the curves are gentler and train 

speeds increase to 60 to 65 mph for passenger trains, still below the line’s 70 mph MAS. 

3.2.2.6 Slaters Lane Interlocking 

Slaters Lane interlocking (CFP 106.3) is the junction of a branch line that used to be accessed by 

NS local freights based in Alexandria. NS local freights can use the DC2RVA corridor for 

approximately 2.0 miles between AF interlocking and Slaters Lane interlocking to access the 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-31 Alternatives Technical Report 

branch. The junction to the branch line is located off of main Track 1, and no crossovers exist to 

allow trains on other tracks to access the branch line. When NS freights accessed the branch 

they had to use Track 1 exclusively between Slaters Lane and AF interlocking (CFP 104.3) in 

Alexandria. In 2015, NS had no active local freight customers along the branch line, which 

prevents the regular appearance of NS trains on the DC2RVA corridor. 

Slaters Lane also contains a crossover that allows southbound trains to cross from main Track 3 

to main Track 2. This allows passenger trains with station stops at Crystal City and L’Enfant to 

use either of the two platform tracks at Alexandria Station. Slaters Lane is currently not a 

universal crossover. Southbound trains on Track 2 cannot cross to Track 3, and there is no 

connection to Track 1 at this point. As part of the work associated with station improvements at 

Alexandria Station (see the following section), VRE has submitted a funding request for the 

construction of an additional crossover at Slaters Lane that will allow passenger and commuter 

trains to access a new platform at Alexandria Station serving Track 1. The tracks of the 

Washington Metropolitan Area Transit Authority (WMATA) Yellow and Blue Metrorail lines 

follow the east side of the CSXT rail line for approximately 3 miles through Alexandria. 

3.2.2.7 Alexandria Station 

Alexandria Station5 is a full-service station stop for all Amtrak passenger trains and VRE 

commuter trains operating in the DC2RVA corridor. The historic station, built in 1905, is located 

on the west side of the right-of-way with a platform serving Track 3 and a center island 

platform that serves Track 2 only. Track 1 on the east side does not currently have a station 

platform and is used as a freight bypass track, although VRE has funding in place to extend the 

width of the island platform to provide access to Track 1. Alexandria Station is staffed and 

operated by Amtrak. VRE and Amtrak share maintenance responsibilities for the facility. 

The station platforms at Alexandra Station are of different lengths, which affects the station 

dwell times of Amtrak passenger trains. The island platform serving Track 2 is approximately 

460 feet long, which is half the length of the platform serving Track 3. This short platform 

creates delays any time a Northeast Regional (Virginia), Interstate Corridor (Carolinian), or 

Long Distance train stops at Alexandria Station on Track 2, because the train will typically be 

longer than the platform. Therefore, the trains make a time-consuming “double stop” to allow 

all cars to have access to the platform and enable all ticketed passengers to board or detrain. 

Amtrak train crews will not let passengers detrain without a platform, and having passengers 

walk through the train from one car to another with luggage would consume an inordinate 

amount of time and cause an inconvenience to travelers. When repositioning the train between 

“double stops” the train must move slowly on account of the large numbers of people and 

luggage occupying the platform that have either just disembarked or are waiting to get on the 

train. A “double stop” can take 6 minutes or more, which reduces track and station capacity. 

In addition, passenger access to the island platform serving Track 2 is made using an at-grade 

pedestrian crosswalk. The crosswalk is protected by a chain. Immediately prior to a train’s 

arrival on Track 2, an Amtrak employee must unlock the chain and escort passengers with 

 

5 Alexandria Union Station is typically referred to as Alexandria Station to avoid confusion with Washington Union 

Station. Naming a station “Union” station was a common theme during the development of railroads, particularly 

when stations joined two different rail lines. Alexandria Union Station was opened in 1905, and served passenger 

trains of the Chesapeake and Ohio, Washington Southern Railway, and RF&P Railroad. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-32 Alternatives Technical Report 

luggage from the station building across both main Tracks 3 and 2 to reach the Track 2 platform. 

An underpass also exists that connects Alexandria Station’s two platforms; however, access is 

provided only by stairs. The underpass is not accessible to persons with disabilities. When Long 

Distance trains are assigned to arrive on Track 2, an Amtrak employee must drive a baggage 

cart over the pedestrian grade crossing to serve the train. Once the train departs, the Amtrak 

employee will escort disembarked passengers across both main tracks to the station building, 

then make space for the baggage cart to get across the tracks, and finally relatch the chain. 

VRE has funded a project to construct an Americans with Disabilities Act (ADA)-compliant 

pedestrian tunnel that will connect the island platform serving Track 2 with the main station 

building serving Track 3 and also with the mezzanine of the King Street Metro Station next 

door. This $7.4 million project will eliminate regular use of the at-grade pedestrian crossing by 

rail passengers. The Amtrak baggage cart will continue to use the pedestrian crossing, since the 

new stairways and elevators will not be wide enough to accommodate a motorized vehicle. As 

part of the project, VRE is extending the width of the island platform so that it will be able to 

serve Track 1, which is currently only used as a freight bypass track. Providing station access at 

Alexandria Station for all three tracks of the DC2RVA corridor, which sees more than 50 

passenger and commuter trains per day, will improve station capacity and operational 

flexibility on the line in its most heavily used segment. 

A pair of 2-degree curves, one immediately north and one immediately south of the Alexandria 

Station, restrict passenger and freight trains to 40 mph. Beyond the south curve, Tracks 2 and 3 

are posted for operation at MAS, but trains on Track 1 are held to a slower authorized speed of 

45 mph as far as AF interlocking, a distance of 0.8 miles. 

3.2.2.8 AF interlocking 

AF interlocking (CFP 104.3) is located 0.8 miles south of Alexandria Station. AF is the junction 

where NS’s Washington District main line branches off the DC2RVA corridor toward Manassas 

and Lynchburg. AF is a grade-separated “flying junction” where NS tracks diverge on either 

side of the CSXT main line, then drop down a ramp, allowing the NS track on the east side of 

the CSXT right-of-way to swing under the CSXT main line and join the NS track on the west 

side of the main line. A $12.5 million project completed in October 2001, with funding from the 

Commonwealth and VRE, reconfigured AF interlocking, widened it from two tracks to four, 

and installed higher-speed turnouts that boosted diverging passenger train movements from 10 

mph to 45 mph. Amtrak passenger trains and VRE Manassas Line commuter trains entering 

and exiting the DC2RVA corridor at AF interlocking use the “Horn Track,” which is accessed 

from Track 3 on the west side of the corridor. 

Two CSXT bridges carry the RF&P Subdivision over NS’s tracks, one bridge supporting two 

main tracks and the second bridge supporting just Track 1. Both tracks are curved as they cross 

over the NS line. The CSXT tracks continue on an embankment that crosses a body of water 

called Holmes Run. 

South of AF interlocking, weekday passenger traffic on the DC2RVA corridor drops by 

approximately 40 percent, from 56-58 trains per day to 34 trains. There is no change in the 

freight traffic levels at AF interlocking since there is currently no NS freight service here. 

3.2.3 CSXT RF&P Subdivision, Middle Segment: Alexandria, VA-Crossroads, VA 

Owner/Operator: CSXT 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-33 Alternatives Technical Report 

Subdivision Route/Mileage: AF interlocking in Alexandria (CFP 104.3)-Crossroads, VA (CFP 

53.2) (Figure 3-7) 

Distance: 51.1 miles 

Line Heritage: RF&P 

Number of Main Tracks: Alternating sections of two and three main tracks 

Maximum Allowable Speed-Passenger: 70 mph 

Maximum Allowable Speed-Intermodal: 60 mph 

Maximum Allowable Speed-Freight: 55 mph 

Limiting Passenger Speed: 40 mph between milepost CFP 105.2-CFP 104.8 due to horizontal 

geometry and station proximity. 

Signals: Cab Signal System (CSS) with Wayside Intermediate Signals and Automatic Train 

Control 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 18’2” (double-stack), 18’6” (auto rack) 

Trains per Day: 

 19-20 Passenger (Amtrak) 

 16 Commuter (VRE, weekdays only) 

 15-25 Freight (CSXT) 

Crossover locations: 

 AF (CFP 112.2): 4-Track Universal 

 Ravensworth (CFP 97.3): 2-Track Universal 

 Featherstone (CFP 87.0): 2-Track Universal 

 North Possum Point (CFP 81.3): Track 3 to 2 southbound 

 South Possum Point (CFP 79.7): Track 2 to 3 southbound 

 Arkendale (CFP 72.1): 2-Track Universal 

 Dahlgren Junction (CFP 61.1): 2-Track Universal 

 FB (CFP 58.9): 

 Track 2 to 1 southbound. North end of Track 1, a third main track that diverges from 

Track 2 at FB and extends 5.7 miles to Crossroads. 

 Track 3 to 4 southbound. North end of 1-mile siding and yard on west side of right-ofway. 
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Ravensworth

(CFP 97.3)

Franconia

(CFP 98.0)

Lorton

(CFP 92.3)

Featherstone

(CFP 87.0)

N Possum Point

(CFP 81.3)

Arkendale

(CFP 72.1)

Slaters

Lane

(CFP

106.3)

AF

(CFP 104.3)

Possum Point

(CFP 79.7)

Dahlgren

Junction

(CFP 61.1)

Hamilton

(CFP 55.7)

Crossroads

(CFP 53.2)

CFP

080

CFP 060

CFP 070

CFP 050

CFP 100

CFP 090

Franconia-Springfield

Metro Station

Fredericksburg

Station

Leeland

Road

Station

Brooke

Station

Quantico

Station

Rippon

Station

Woodbridge

Station

Lorton

Station

Alexandria

Station

Lorton

Auto Train

Station

Planned VRE

- Potomac

Shores Station

Spotsylvania

Station

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-6_RFPSubMiddle_8.5x11_AltTech_BW.mxd | Last Updated: 12.30.2015

Figure 3-7

CSXT RF&P

Subdivision,

Middle Segment:

Alexandria, VA

to Crossroads, VA

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: 2015 ESRI Topograhic

Map. DeLorme, Intermap, USGS,

and other data suppliers.

[ 0 2.5 5

Miles

@ 8.5 x 11 inches

Legend

Existing Track

(! CSXT Mileposts

!( CSXT Control Point

I3 Amtrak Station

I3 VRE Station

II3 Amtrak/VRE Station

II3 VRE/WMATA Station

County/City Boundaries

[

P r i n c e W i l l i a m C o u n t y P r i n c e W i l l i a m C o u n t y

1 inch = 5 miles

K i n g G e o r g e K i n g G e o r g e

C o u n t y C o u n t y

S t a f f o r d S t a f f o r d

C o u n t y C o u n t y

F a i r f a x C o u n t y F a i r f a x C o u n t y

Potomac River

C i t y o f C i t y o f

M a n a s s a s M a n a s s a s

C i t y o f C i t y o f

F r e d e r i c k s b u r g F r e d e r i c k s b u r g

C a r o l i n e C a r o l i n e

C o u n t y C o u n t y

T o w n o f T o w n o f

D u m f r i e s D u m f r i e s

S p o t s y l v a n i a S p o t s y l v a n i a

C o u n t y C o u n t y
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-35 Alternatives Technical Report 

 Hamilton (CFP 55.7): Track 1 to 2 and 2 to 3 southbound 

 Crossroads (CFP 53.2): Track 1 terminates south of the turnout for VRE Spotsylvania 

station. Additional crossovers south of the VRE turnout allow for parallel moves in one 

direction. 

3.2.3.1 Franconia Hill and Franconia-Springfield Station 

South of AF interlocking, southbound trains on CSXT’s RF&P Subdivision climb Franconia Hill 

on a 0.8 percent grade. The southbound grade begins at AF interlocking and extends 

approximately 5 miles. It is the longest and steepest grade on the RF&P Subdivision (although 

steeper grades exist on other CSXT subdivisions in downtown Richmond.) Northbound trains 

here have a gentler climb for 6 miles on grades ranging between 0.2 percent and 0.6 percent. 

The DC2RVA corridor has three main tracks in the 6.3 miles between AF interlocking (CFP 

104.3) and Franconia interlocking (CFP 98.0), located at the north platform end of the FranconiaSpringfield VRE Station. Track 1, added in 2009, allowed slower freights to negotiate Franconia 

Hill without creating conflicts with passenger operations on Tracks 2 and 3. Track 1 also 

provides one of the few holding points in the area where southbound CSXT freights can wait 

for VRE commuter rush hours to end, and northbound freights can wait for track space to 

become available across the Long Bridge or through the Virginia Avenue tunnel while still 

allowing for uninterrupted two-way passenger traffic on adjacent Tracks 2 and 3. 

A pair of 2 degree curves between Alexandria and Franconia stations (at approximately MP 

CFP 103 and MP CFP 100) requires passenger trains on Track 3 to slow to 65 mph. VRE 

commuter trains on all main tracks must slow to 60 mph at CFP 102.8 for the northern of the 

two curves. 

South of AF interlocking, the Metrorail Blue Line follows the east side of the DC2RVA corridor 

and then crosses over the line at approximately MP CFP 101.7. The Metrorail line then follows 

the DC2RVA corridor’s west side south for more than 2 miles to a staging yard at the end of 

track just south of the joint WMATA-VRE Franconia-Springfield Station. 

VRE opened the Franconia-Springfield Station (CFP 97.9) in 1995 and added a second platform 

in 1997, with the arrival of connecting Metrorail service at the facility. The platform on the east 

side serving Track 2 is approximately 400 feet long, whereas the platform serving Track 3, with 

direct access to the Metrorail station, is only approximately 135 feet long, and thus has limited 

utility. Franconia-Springfield served as a stop for a handful of Amtrak passenger trains until 

2010. In 2015, VRE’s board approved programmed funding to lengthen both platforms at 

Franconia-Springfield to 650 feet in order to serve eight-car VRE trains. 

3.2.3.2 Lorton 

There are two separate stations in Lorton, one serving VRE commuters and the other serving 

Amtrak’s Long Distance Auto Train. The configuration of these stations, combined with limited 

space for an additional track beneath a highway overpass north of the Lorton VRE Station and 

the abutting I-95 right-of-way immediately west of the main line, poses constraints on the 

Project. 

The VRE commuter rail station at CFP 93.3 has one 400-foot platform on the east side of the 

right-of-way serving Track 2. Lorton is the first of four VRE stations south of FranconiaSpringfield with platforms only on the east side of the main line. The other three are Rippon at 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-36 Alternatives Technical Report 

CFP 85.7, Brooke at CFP 68.0, and Leeland Road at CFP 63.4. During peak commuter travel 

periods, this essentially turns the DC2RVA corridor into a single-track commuter railroad 

alongside a single-track shared freight and passenger line for 36 miles between Ravensworth 

(south of Franconia Station) and Dahlgren (north of Fredericksburg). In 2015, VRE’s board 

approved programmed funding to add a second platform at Lorton and lengthen the existing 

platform by 250 feet to serve eight-car trains, which will help add operating flexibility to the 

DC2RVA corridor in the VRE commuter territory. Immediately south of the Lorton VRE Station, 

there is a 2-degree curve through which VRE trains are limited to an authorized speed of 65 

mph; Amtrak passenger trains continue to operate at the MAS of 70 mph through the curve. 

Less than a mile south of VRE’s Lorton Station is the Amtrak Auto Train station and yard at 

Lorton. This facility is dedicated solely to Amtrak’s Auto Train and is adjacent to, but separate 

from, the CSXT main line. The Auto Train is the only passenger train in the United States that 

carries both people and their personal vehicles. Amtrak crews board passengers at a station 

facility built in 2000 and load vehicles onto auto carriers at a yard north of the station building. 

The train is assembled on a lead track adjacent to the CSXT main line on the west side. (The 

Auto Train has an authorized length of up to 50 cars, stretching more than 4,550 feet.) Funding 

from the Virginia Department of Transportation helped extend the lead track approximately 

three-fourths of a mile in 1999, allowing Amtrak to perform all Auto Train switching, assembly, 

and air-brake testing off the CSXT main line. The lead track feeds into CSXT Track 3 at the 

Lorton interlocking (CFP 92.3). The northbound Auto Train is scheduled to arrive in Lorton at 

8:59 a.m., but given the recovery time built into the schedule, an “on-time” train may often 

appear up to an hour earlier or more, putting the Auto Train right in the middle of the 

northbound VRE commuter train schedule. Because the Auto Train does not make any 

intermediate stops, it must either file in line with the northbound VRE trains on Track 2 and 

operate slowly north to Lorton, or use adjacent Track 3 and operate at track speed, overtaking 

VRE trains but blocking the CSXT main line to any opposing southbound passenger or freight 

traffic. Amtrak does have a morning southbound, train 67, scheduled to operate through the 

area at that time, which creates the potential for one or more passenger trains to be delayed 

south of Lorton. A similar situation may occur in the evening. The Auto Train’s scheduled 

southbound departure from Lorton is 4:00 p.m., which is just ahead of the VRE commuter rush 

but close to the time that southbound Amtrak trains 91 (Silver Star) and 125 (Northeast Regional 

[Virginia]) and northbound train 80 (Carolinian) are scheduled to pass through the area. Any 

delay to the Auto Train’s departure may impact other scheduled passenger operations. 

3.2.3.3 Woodbridge and Rippon 

Approaching the Woodbridge Amtrak/VRE Station, the DC2RVA corridor crosses the 

Occoquan River (approximately CFP 89.7) on a double-track truss bridge 908 feet long that was 

built in 1914. South of the river bridge is the joint Amtrak/VRE Woodbridge passenger rail 

station (CFP 88.9). The station was built in 1992, with an approximately 400-foot platform on the 

east side of the right-of-way. In 2010, VRE completed a $6.7 million project to construct a 600-

foot station platform on the west side, adding operational flexibility for the Northeast Regional 

(Virginia) passenger trains that stop there. VRE local commuter trains can only use the 400-foot 

east platform that serves Track 2, however, since the Lorton Station 3 miles north only has an 

east side platform, and there is no crossover between the two stations that would allow trains to 

switch tracks. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-37 Alternatives Technical Report 

Three miles south of Woodbridge is VRE’s Rippon Station (CFP 85.7). It is the second of four 

VRE stations with a single 400-foot platform on the east side of the right-of-way. In 2015, VRE’s 

board approved programmed funding to add a second platform at Rippon and lengthen the 

existing platform by 250 feet to serve eight-car trains, which will help add operating flexibility 

to the DC2RVA corridor in the VRE commuter territory. 

3.2.3.4 Powells Creek and Potomac Shores 

Near Leesylvania State Park, the DC2RVA corridor crosses two substantial bodies of water 

about 1 mile apart. The line crosses Neabsco Creek (approximately CFP 84.8) on a double-track 

metal pier bridge 651 feet long that was built in the 1940s. The corridor then passes through the 

state park and crosses Powells Creek (approximately CFP 83.7) on a 1,053-foot-long, doubletrack concrete pier bridge also built in the 1940s. 

South of the Powells Creek Bridge, work has begun on an 11-mile stretch of third main track 

extending from the new Powells Creek interlocking at milepost CFP 83.4 to the Arkendale 

interlocking at milepost CFP 72.1. Funding for the third track came from a $75 million Federal 

Railroad Administration (FRA) grant under the American Recovery and Reinvestment Act of 

2009. The new third main will provide additional operating flexibility in this segment of the 

corridor by providing capacity for meet or overtake of freight, intercity passenger, or commuter 

trains midway between Alexandria and Fredericksburg. 

Design work has begun on the new Potomac Shores VRE commuter station just south of the 

Powells Creek interlocking at approximately milepost CFP 83.0. The station is the focal point of 

a 1,920-acre transit-oriented community with nearly 4,000 residential properties. The 

development is being built atop a river bluff, while the station and CSXT main line occupy a 

narrow strip of land between the foot of the bluff and the Potomac River. The station is 

expected to open in 2017. 

South of the Potomac Shores Station, the DC2RVA corridor runs close to the Potomac River’s 

west bank for approximately 2 miles. A series of 2-degree curves between Potomac Shores and 

Possum Point limit the authorized speed of VRE commuter trains to 65 mph; Amtrak passenger 

trains continue to operate at the MAS of 70 mph through the curves. 

3.2.3.5 Possum Point 

Possum Point has a controlled siding with a clear length of 8,010 feet (Figure 3-8). The adjacent 

Dominion Resources power plant once received unit coal trains, which were staged on a twotrack railroad yard next to the controlled siding. The power plant’s coal-burning generating 

units were converted to burn natural gas in 2003, ending unit coal train service. The Possum 

Point siding is used today by coal trains serving the Birchwood Power plant near Sealston, VA, 

located on the CSXT Dahlgren Branch north of Fredericksburg. These coal trains enter the 

DC2RVA corridor at Richmond from the CSXT James River Subdivision, and then turn north 

past Main Street Station and onto the RF&P. However, the Dahlgren Branch turnout can only be 

accessed from the north. Therefore, any coal train from Richmond destined for Sealston must 

continue operating north past Dahlgren Junction for 20 miles to reach the Possum Point siding. 

Once the train is in the siding, the locomotives run around the coal train, then back onto the 

south end of the consist. After the train is back together again, it proceeds south from Possum 

Point 20 miles to Dahlgren Junction, where it diverges eastward onto the Dahlgren Branch. 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-8_PossumPointSiding_8.5x11_AltTech_BC.mxd | Last Updated: 12.30.2015

Figure 3-8

Possum Point

Siding

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: BING Aerial Imagery, Microsoft 

Corporation and its data suppliers

[ 0 300 600

Feet

@ 8.5 x 11 inches

Possum Point Siding

Existing Track

(!

County/City

 Boundaries

[

Prince William 

County

Dominion Resources

Possum Point 

Power Station

8,010 fe

et

Potomac River

Quantico Creek

1 inch = 600 feet

Mileposts

Legend
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-39 Alternatives Technical Report 

Empty coal cars are taken from Dahlgren Junction back north to the Possum Point siding before 

repositioning the locomotives to return south, exiting the corridor at Doswell onto the BBRR 

line heading west. 

3.2.3.6 Quantico 

Approaching the Marine Corps Base at Quantico, the CSXT main line crosses the wide expanse 

of Quantico Creek (approximately CFP 79.3). Track 2 crosses the waterway on a single-track 

bridge 1,950 feet long built in 1988. A newer 1,768-foot bridge was completed in 2007 to carry 

Track 3 across the creek, parallel to the existing bridge. The new bridge was built wide enough 

to accommodate an eventual second track, laying the foundation for a triple-track main line 

across Quantico Creek. Both bridges are curved at their north ends, and passenger and freight 

trains alike are held to 55 mph through these curves and across the Quantico Creek bridges, 

through the town of Quantico, and beyond to the south end of a 1-degree curve south of the 

station, for a total speed-restricted distance of 1.2 miles. 

The town of Quantico has a joint Amtrak/VRE station (CFP 78.9) built in the 1950s and 

remodeled in 2005. The station is adjacent to Track 2 on the east side of the right-of-way and has 

a platform approximately 460 feet long. A second platform approximately 440 feet in length and 

a concrete shelter serves Track 3 on the west side. Both the platform and shelter are in a state of 

disrepair. As part of the third track project under construction between Powells Creek and 

Arkendale, the platform and shelter serving Track 3 will be demolished and replaced with a 

new island platform between Tracks 2 and 3. Pedestrian overpasses serving the new platforms, 

station facility, and a parking area on the west side of the right-of-way will eliminate the need 

for passengers to unsafely cross the tracks to access the second platform. South of the town of 

Quantico, the tracks come close to the west bank of the Potomac River for approximately 2 

miles near Wide Water (CFP 74.4). 

3.2.3.7 Arkendale 

A universal crossover at Arkendale (CFP 72.1) was installed in 2005. Arkendale is at the south 

end of the 11-mile segment of third main track from Powells Creek that is currently under 

construction. As part of this project, the Arkendale interlocking will receive additional 

crossovers that will allow trains on all tracks to access the new third track, while also permitting 

parallel crossing moves between tracks, adding operating flexibility. 

South of Arkendale, the DC2RVA corridor crosses Aquia Creek (approximately CFP 70.9) on a 

1,321-foot-long, double-track deck bridge resting on concrete piers that was built in 1946 (the 

fourth railroad bridge to cross the creek at that location). 

3.2.3.8 Brooke and Leeland Road VRE Stations 

At Brooke Road, a 2-degree curve (approximately CFP 68.5) limits passenger train speeds to 60 

mph and all freight trains to 55 mph. (The curve marks the point where the RF&P built a branch 

to the town of Quantico off its original main line out of Richmond, which ended at a steamship 

transfer pier on Aquia Creek. The “branch” ultimately became the main line, and the trackage to 

the pier was abandoned.) At the south end of the curve is VRE’s Brooke commuter rail station 

(CFP 68.0). This station has just one platform on the east side of the right-of-way, serving Track 

2. South of Brooke, at Ross, a 2-degree curve (approximately CFP 67.0) limits VRE commuter 

trains to an authorized speed of 65 mph; Amtrak passenger trains continue to operate at the 

MAS of 70 mph through the curve. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-40 Alternatives Technical Report 

VRE’s Leeland Road Station (CFP 63.4), located 4.6 miles south of Brooke, also has just one 

platform, approximately 400 feet long, on the east side of the right-of-way. Because platforms at 

Brooke and Leeland Road exist only on the east side of the right-of-way, VRE commuter trains 

making stops at these stations are restricted to the use of just Track 2 between the Arkendale 

and Dahlgren interlockings, a distance of 11 miles. In 2015, the VRE board programmed funds 

to add a second platform at Brooke and Leeland Road stations and lengthen the existing 

platforms by 250 feet to serve eight-car trainsets. 

3.2.3.9 Dahlgren Junction 

Just north of Dahlgren Junction, a 2-degree curve (approximately CFP 61.5) limits all passenger 

trains on Track 2 to 65 mph. 

Dahlgren Junction (CFP 61.1) marks the beginning of the 9.9-mile Dahlgren Branch to Sealston. 

This branch is served by a bulk freight train that makes a nightly round trip between Jessup, 

MD, and a landfill at Sealston. The branch is also served by a CSXT local freight based in 

Fredericksburg, VA, as well as irregular coal trains destined for the Birchwood power plant. 

The branch line switch at Dahlgren Junction is aligned to the north (Figure 3-9). This requires 

trains from the south to operate north past the junction, then reverse direction to head south 

onto the branch line. Coal trains from Richmond actually proceed 20 miles north to the Possum 

Point siding before reversing, as described in Section 3.2.3.5. A similar situation occurs for any 

train exiting the Dahlgren Branch that wants to proceed south on the CSXT RF&P Subdivision; 

it must pull north onto the CSXT main line, then stop and reverse direction. Reversing a train’s 

direction, and running locomotives from one end of a train to the other, adds time to operations 

and introduces the potential for delaying other passenger and freight trains on the corridor.

3.2.3.10 Fredericksburg 

Fredericksburg has several operating constraints in close proximity (Figure 3-10). North of the 

city, a 2-degree curve at the north end of the Rappahannock River Bridge limits all trains to 55 

mph. The DC2RVA corridor crosses the Rappahannock River (approximately CFP 59.5) on a 

double-track concrete arch bridge 650 feet long that was built in 1927, with no room available 

for additional tracks. South of the river, the corridor passes through the historic city center on 

an embankment that was completed in 1927 to complete RF&P’s double-track main line and 

elevate the rail corridor above city streets through the historic downtown area. Historic 

structures are located on both sides of the double-track embankment in this area. 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-9_DahlgrenJunction_8.5x11_AltTech_BC.mxd | Last Updated: 12.30.2015

Figure 3-9

Dahlgren Junction

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: BING Aerial Imagery, Microsoft 

Corporation and its data suppliers

[ 0 0.5 1

Mile

@ 8.5 x 11 inches

Dahlgren Spur

Existing Track

(!

County/City

Boundaries

I3 VRE

II3 Amtrak/VRE

[

Sealston

Dahlgren

Junction

1 inch = 1 mile

Mileposts

Station

Station

Legend
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-42 Alternatives Technical Report 

FIGURE 3-10: FREDERICKSBURG 

The Fredericksburg Station (CFP 59.3) is also located in this elevated section. The historic 

station, built in 1910 and expanded in 1927 during the track elevation project, is served by all 

Northeast Regional (Virginia) trains, Amtrak’s Interstate Corridor (Carolinian) and longdistance Silver Meteor, and all VRE Fredericksburg Line commuter trains. The station has two 

platforms exceeding 500 feet in length that allows both main tracks to be served; however, the 

platform on Track 3 is in disrepair, and VRE trains primarily service the platform on Track 2. 

All trains are limited to 40 mph passing through the Fredericksburg Station and around a tight 

3-degree curve just south of the station. 

Operating flexibility south of Fredericksburg has improved with the completion of 5.7 miles of 

third main track between Fredericksburg and Crossroads. A new crossover at the 

Fredericksburg interlocking permits VRE commuter trains to use either platform of the 

Fredericksburg Station, and access the new Spotsylvania commuter station at Crossroads. 

South of downtown Fredericksburg, the main line widens to three tracks at Fredericksburg 

interlocking (CFP 58.9).Track 1 between FB and Hamilton was converted from a 10-mph siding 

to a main track with higher-speed turnouts at each end in 2009. The construction of third 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-43 Alternatives Technical Report 

main track between (Track 1) Hamilton to Crossroads (CFP 53.2) was completed and 

opened for revenue service on May 17, 2016. 

The three-track main line goes through the middle of the local rail yard. The yard tracks are 

used for freight car switching, local freight train car and locomotive staging, and providing 

access to freight shippers located west of the main line so local trains do not have to venture 

onto the main line to reach shippers. Track 1 on the east side is a main line track that is also 

used as a staging track for freight trains setting out or picking up cars, and additionally 

provides access to a wye and the CSXT yard office. South of the yard area, Track 1 also provides 

access to industrial leads serving many of the city’s freight rail customers, including an ethanol 

transload facility. The west yard track closest to the westernmost RF&P main track (Track 3) is 

also the longest of the three yard tracks, and stretches approximately 1.3 miles. It is the access 

track between the main line and the freight yard, and has connections at each end to main line 

Track 3. This yard track is used for holding cars that are set out or picked up by main line 

freight trains occupying the adjacent main track (Track 3), and can also be used by main line 

freight trains making setouts or pickups on other yard tracks. Is it also used as a lead track to 

access a freight customer south of the yard area without occupying the main line, and as a drill 

track where a local crew can assemble a complete local freight train without occupying the main 

line. 

The yard configuration at Fredericksburg requires local train crews to walk across the main line 

from the yard office on the east side of the tracks to reach the local engines on the west side of 

the tracks, and requires local freights to cross all main line tracks in order to serve local rail 

customers on the east side of the right-of-way Servicing individual freight customers and 

switching cars occurs with minimal interference to main line passenger or freight operations, 

since all of the freight customers in Fredericksburg are accessed from leads that extend off one 

of the tracks in Fredericksburg Yard or off of Main Track 1. 

South of downtown Fredericksburg and CSXT’s local freight yard, the DC2RVA corridor passes 

through the Fredericksburg and Spotsylvania National Military Park. The Hamilton 

interlocking (CFP 55.7) is located adjacent to a stone pyramid built by the RF&P Railroad to 

commemorate the 1862 Battle of Fredericksburg and memorialize the site’s significance for 

riders aboard passenger trains. Between the Fredericksburg freight yard and Hamilton, VRE 

trains are held to an authorized speed limit of 65 mph on two 0.3-mile sections of 2-degree 

curved track; Amtrak passenger trains continue to operate at the MAS of 70 mph through the 

curves. 

3.2.3.11 Crossroads 

Track 1 from Hamilton (CFP 55.7) south an additional 2.5 miles to Crossroads (CFP 53.2), which 

is the site of VRE’s Fredericksburg Line layover and maintenance facility (Figure 3-11) opened 

for revenue service May 17, 2016. 

At Crossroads (CFP 53.2), a lead track to VRE’s Spotsylvania station and Crossroads storage 

and maintenance facility diverges from the RF&P Subdivision. The Crossroads interlocking also 

marks the southern limit of the 5.7-mile section of three main tracks that began at FB 

interlocking in Fredericksburg. VRE’s Spotsylvania station opened in November 2015. The 

station has one platform on the east side, served only by the lead track to the VRE Crossroads 

maintenance facility. This allows VRE commuter trains to load or unload passengers without 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-10_CrossroadsAerial_8.5x11_AltTech_LM.mxd | Last Updated: 01.05.2016

Fredericksburg

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Westmoreland

Charles City

King George

City of

Richmond

Falls

Church [Manassas Park

Figure 3-11

Hamilton to

Crossroads

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,000 2,000

Feet

1 inch = 2,000 feet

@ 8.5 x 11 inches

Legend

!( CSXT Control Point

CSXT Mileposts

!

Existing Track

3rd Track

Construction

Underway

I3 VRE Station

County/City

Boundaries

Yards
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-45 Alternatives Technical Report 

interfering with operations on any existing or planned main line tracks, reducing the potential 

for delays to other traffic. The Crossroads interlocking was rebuilt to permit moves between the 

two main tracks continuing south (Tracks 2 and 3) while VRE commuter trains are entering and 

exiting the corridor from Track 1, adding operating flexibility. 

3.2.4 CSXT RF&P Subdivision, South Segment: Crossroads, VA-Greendale, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: Crossroads (CFP 53.2)-Greendale (CFP 4.8) (Figure 3-12) 

Distance: 48.4 miles 

Line Heritage: RF&P Railroad 

Number of Main Tracks: Two main tracks 

Maximum Allowable Speed-Passenger: 70 mph 

Maximum Allowable Speed-Intermodal: 60 mph 

Maximum Allowable Speed-Freight: 55 mph 

Limiting Passenger Speed: 35 mph between milepost CFP 14.8-CFP 13.4 due to horizontal 

geometry and station proximity. 

Signals: Cab Signal System (CSS) with Wayside Intermediate Signals and Automatic Train 

Control 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 18’2” (double-stack), 18’6” (auto rack) 

Trains per Day: 

 19-20 Passenger (Amtrak) 

 15-25 Freight (CSXT) 

Crossover locations: 

 Crossroads (CFP 53.2): Universal 

 Milford (CFP 37.6): Track 3 to 2 southbound 

 South Milford (CFP 35.8): Track 2 to 3 southbound 

 North Doswell (CFP 23.1): Track 2 to 3 southbound 

 Doswell (CFP 21.7): Track 3 to 2 southbound 

 Elmont (CFP 11.4): Universal 

 Greendale (CFP 4.8): Universal (controlled by adjacent operating division and 

dispatcher) 

 
I3

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(! Greendale

(CFP 4.8)

Elmont

(CFP 11.4)

Doswell

(CFP 21.7)

North Doswell

(CFP 23.1)

South Milford

(CFP 35.8)

Milford

(CFP 37.6)

Hilliard Road

(CFP 4.4) North Acca

(CFP 3.4)

Hamilton

(CFP 55.7)

Crossroads

(CFP 53.2)

CA 091

CFP 026

CFP 046

CFP 016

CA 111

CA 101

CFP 036

CFP 006

Ashland

Station

Staples Mill

Road Station

Spotsylvania

Station

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-11_RFPSubSouth_8.5x11_AltTech_BW.mxd | Last Updated: 10.23.2015

Figure 3-12

CSXT RF&P

South Segment:

Crossroads, VA

to Greendale, VA

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: 2015 ESRI Topograhic

Map. DeLorme, Intermap, USGS,

and other data suppliers.

[ 0 2.5 5

Miles

@ 8.5 x 11 inches

Legend

Existing Track

(! CSXT Mileposts

!( CSXT Control Point

I3 Amtrak Station

I3 VRE Station

County/City Boundaries

[

C a r o l i n e C a r o l i n e

C o u n t y C o u n t y

1 inch = 5 miles

K i n g W i l l i a m K i n g W i l l i a m

C o u n t y C o u n t y

H a n o v e r C o u n t y H a n o v e r C o u n t y

K i n g G e o r g e K i n g G e o r g e

C o u n t y C o u n t y

S p o t s y l v a n i a S p o t s y l v a n i a

C o u n t y C o u n t y

H e n r i c o H e n r i c o

C o u n t y C o u n t y

T o w n o f T o w n o f

A s h l a n d A s h l a n d
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-47 Alternatives Technical Report 

3.2.4.1 Reduced Crossover Spacing South of Crossroads 

South of Crossroads, the absence of commuter rail traffic lowers train activity on the DC2RVA 

corridor by 25 percent. However, there are also fewer crossovers that allow trains to move from 

one main track to another. North of Crossroads, in the commuter territory, crossovers allowing 

interoperability between main tracks are spaced an average of approximately 7.6 miles apart. 

South of Crossroads, crossovers are spaced an average of approximately 12 miles apart. 

Crossovers improve flexibility and capacity, and reduce delays when trains have to stop and 

wait for another train to pass before continuing on the same track. 

3.2.4.2 Summit 

Crossroads marks the beginning of a southbound grade of approximately 3.5 miles at 0.8 

percent, the ruling grade of the RF&P Subdivision. The grade ends at Summit (CFP 51.5). 

Northbound trains have a gentler climb from Guinea to Summit of approximately 4 miles with 

grades ranging between 0.1 percent and 0.6 percent. The grade has the potential to temporarily 

slow heavy southbound freight trains. 

3.2.4.3 Milford 

Milford (CFP 37.6) has a small freight yard and several local industries east of the DC2RVA 

corridor, accessed from a lead track off of Track 2 (Figure 3-13). The yard and shippers are 

served by the local freight train that transfers cars between Richmond’s Acca Yard and 

Fredericksburg. 

FIGURE 3-13: MILFORD 

3.2.4.4 Doswell 

North of Doswell, the DC2RVA corridor crosses the North Anna River (CFP 23.9) on a doubletrack bridge 315 feet long. Doswell is the location of an at-grade diamond crossing of two rail 

lines: CSXT’s double-track RF&P subdivision and the single-track BBRR’s Piedmont 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-48 Alternatives Technical Report 

Subdivision between Richmond and East Gordonsville, VA (Figure 3-14). The BBRR trackage is 

part of a former CSXT line between Richmond and Clifton Forge now leased by CSXT to BBRR, 

over which both BBRR and CSXT operate freight service. The route is operated by BBRR for 

local freights and westbound empty CSXT unit trains on trackage rights from Richmond to 

Clifton Forge. CSXT also operates a unit rock train from a granite quarry west of Doswell on the 

BBRR to receivers on the Peninsula Subdivision between Richmond and Newport News. The 

volume of trains crossing the DC2RVA corridor on the diamond at Doswell varies depending 

on CSXT requirements but can typically range between 4 and 7 trains per day. BBRR operates a 

weekday local freight that originates in Doswell and operates east to Richmond to serve local 

shippers. 

FIGURE 3-14: DOSWELL 

BBRR has a freight yard in Doswell on the northwest side of the diamond with the DC2RVA 

corridor. BBRR bases local freights at the yard and serves customers on the property. BBRR uses 

the historic Doswell Union Station (built circa 1928) as an office to support the yard and other 

operations and maintenance activities on its leased CSXT trackage. Just north of the diamond, 

Doswell Road crosses the tracks to access the community of Doswell on the east side of the rail 

line. 

Trains on the DC2RVA corridor must slow to cross the BBRR diamond at Doswell. Passenger 

trains must reduce speed from 70 mph to 60 mph across the diamond, and freight trains are 

restricted to 40 mph across the diamond. Trains on the BBRR maintain their MAS of 25 mph 

across the diamond. CSXT’s BD dispatcher in charge of the RF&P Subdivision has control of the 

diamond, and trains on the DC2RVA corridor have priority at the crossing. 

Two low-speed connection tracks exist on the northwest and southwest quadrants of the 

diamond. In addition, north of the diamond, CSXT has a 5,808-foot controlled siding and a 

shorter yard track on the west side of the DC2RVA corridor. These tracks allow CSXT to serve 

local shippers on the west side of the right-of-way, interchange cars with BBRR, or allow 

southbound CSXT trains to exit the DC2RVA corridor and operate west on the BBRR. CSXT 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-49 Alternatives Technical Report 

freights working at Doswell will typically occupy the controlled siding. On occasion, CSXT 

freights with work at Doswell may also use one of the main tracks north of the diamond as a 

location to temporarily leave cars while making a set-out or pickup. 

Crossovers north of the diamond (at approximately CFP 23.1) allow southbound trains only to 

cross from east to west (from Track 2 to 3 southbound) and onto the controlled siding 

(providing access to Doswell yard and the BBRR via the North Wye connecting track). 

Crossovers south of the diamond (at approximately CFP 21.7) allow northbound trains only to 

cross from east to west (from Track 2 to 3 northbound) and onto the South Wye connecting 

track to access the BBRR main line. 

South of Doswell, the RF&P Subdivision crosses two waterways in close succession near 

Taylorsville. The line crosses the Little River (CFP 19.5) on a double-track, steel deck bridge 

approximately 243 feet long. The line then crosses the South Anna River (CFP 18.7) on a doubletrack, steel deck plate girder bridge 499 feet long. 

3.2.4.5 Ashland 

The RF&P Subdivision forms a tangent alignment more than 5 miles long (one of the longest 

sections of straight track between Washington, D.C. and Richmond) through northern Hanover 

County, where it passes through the town of Ashland (Figure 3-15). The line’s two main tracks 

are situated on a ballasted right-of-way at-grade in the median of Center Street (Figure 3-16). 

This condition exists for a length of approximately 1.3 miles, and passes through the downtown 

commercial area, as well as the campus of Randolph-Macon College and residential areas north 

and south of the commercial district. Houses in these areas face Center Street and the railroad 

tracks and are considered some of the most prized in the community. The lanes of Center Street 

(one lane for parking, one for through traffic) are operated one-way on either side of the rail 

line, with southbound traffic to the west of the tracks and northbound traffic to the east. Within 

the 1.3-mile stretch of median operation, there are 6 at-grade road crossings, each with active 

protection devices consisting of lights, bells, and gates, and 11 unprotected pedestrian crossings, 

placed in the downtown commercial district and at locations where cross streets end at the 

tracks without crossing them. Visibility for approaching trains within the town is very good, 

although some vertical curves do exist. The town of Ashland also has a quiet zone, meaning 

trains may not blow their horn (except in an emergency), though they must still ring the bell as 

they pass through. The quiet zone is in effect for 1.2 miles, from CFP 15.2 to CFP 14.0. 

As a safety measure, all trains operating through the town of Ashland must adhere to a civil 

speed restriction of 35 mph through town between 7 a.m. and 7 p.m. On Fridays the 35-mph 

restriction is extended to remain in effect through 10 p.m. Freight and passenger trains are 

restricted to a speed of 45 mph through town between 7 p.m. (10 p.m. on Fridays) and 7 a.m. 

The speed restriction is in effect for a segment of the DC2RVA corridor that is 2.2 miles long, 

from CFP 15.6 to CFP 13.4, and includes a seventh grade crossing at Vaughan Road a half-mile 

north of downtown Ashland. The Vaughan Road grade crossing is a location where 

southbound freight trains are held for crew changes on occasions when a CSXT train crew 

cannot complete its southbound trip to Richmond within the federally mandated 12-hour 

duration. 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-14_Ashland_8.5x11_AltTech_LM.mxd | Last Updated: 12.30.2015

Fredericksburg

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Westmoreland

Charles City

King George

City of

Richmond

Falls

Church [Manassas Park

Figure 3-15

Ashland

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 500 1,000

Feet

1 inch = 1,000 feet

@ 8.5 x 11 inches

Legend

I3 Amtrak Station

Mileposts

Existing Rail Line

Corridor

Downtown Ashland

Randolph Macon College

County/City Boundaries
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-51 Alternatives Technical Report 

FIGURE 3-16: ASHLAND 

The town of Ashland is also a station stop for the five Northeast Regional (Virginia) round trips 

that operate daily between Richmond and Washington, D.C. The historic station, built in 1923 

and restored in 1985, is not staffed by Amtrak, but has a caretaker that also staffs a visitor center 

and museum inside the building. The Amtrak station includes two side platforms facing Tracks 

2 and 3. These platforms are insufficient to serve the full length of the trains stopping in 

Ashland. Both platforms fail to meet accessibility requirements due to heights that are below 

the top of rail, narrow in width, and have a rough brick surface. Ashland’s historic district, 

which includes the downtown and train station area, encompasses 159 acres and was listed on 

the National Register of Historic Places in 1983. 

Three miles south of the town of Ashland is a universal crossover at Elmont (CFP 11.4). Elmont 

is 6.6 miles north of Greendale, the dividing line between the CSXT Baltimore Division (which 

controls the RF&P Subdivision) and the CSXT Florence Division (which controls all DC2RVA 

Corridor trackage from Greendale south to Centralia). The Elmont crossover is the first location 

north of the division point where the CSXT dispatcher for the RF&P Subdivision can control 

which trains use which tracks. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-52 Alternatives Technical Report 

3.2.5 CSXT Richmond Terminal Subdivision: Greendale, VA-West Acca (A-Line: 

North End Subdivision) and Hermitage (S-Line: Bellwood Subdivision) 

Owner/Operator: CSXT 

Subdivision Route/Mileage: Greendale (CFP 4.8)-West AY (ARN 3.3) and Hermitage (SRN 3.5) 

(Figure 3-17) 

Distance: Greendale-West AY (North End Sub): 3.4 miles; Greendale-Hermitage (Bellwood 

Sub): 4.6 miles 

Line Heritage: RF&P Railroad; Seaboard Air Line Railroad 

Number of Main Tracks: One and two main tracks 

Maximum Allowable Speed-Passenger: 40 mph 

Maximum Allowable Speed-Intermodal: 25 mph, due to signal spacing, multiple curves, and 

road crossings. 

Maximum Allowable Speed-Freight: 25 mph, due to signal spacing, multiple curves, and road 

crossings. 

Limiting Passenger Speed: 15 mph between ARN 3.6-ARN 3.3 due to horizontal geometry and 

yard limits. 

Signals: Wayside Control Point Signals (CPS) 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 18’2” (double-stack), 18’6” (auto rack) 

Trains per Day: 

 19-20 Passenger (Amtrak) 

 15-30 Freight (CSXT) 

Crossover locations: 

 Greendale (CFP 4.8): Universal, plus connection to north end of Staples Mill Road 

Station tracks 

 Hilliard Road (CFP 4.4): Connection to south end of Staples Mill Road Station tracks 

from Track 3 only 

 North Acca (CFP 3.4): Universal, plus connection to Passenger Main (through west side 

of Acca Yard) off Track 3 only 

 AY (CFP 1.7/ARN 3.6): Universal for S-Line; Passenger Main (through west side of Acca 

Yard) becomes Track 1 (A-Line) with southbound turnout only to Track 4 (S-Line); Track 

2 (A-Line) only connections to/from Acca Yard and South Leg wye track 

 West AY (ARN 3.3): Universal (A-Line), plus access to South Leg wye track 

 South AY (CFP 1.3): Double-track S-Line from Acca Yard becomes single track headed 

south to the Bellwood Subdivision; connection to South Leg wye track 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-16_RichTermSub_8.5x11_AltTech_BW.mxd | Last Updated: 12.30.2015

Figure 3-17

CSXT

Richmond Terminal

Subdivision

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.25 0.5

Mile

@ 8.5 x 11 inches

Legend

(! CSXT Mileposts

!( CSXT Control Point

I3 Amtrak Station

County/City Boundaries

[

1 inch = 0.5 mile

H e n r i c o C o u n t y H e n r i c o C o u n t y

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-54 Alternatives Technical Report 

3.2.5.1 Greendale 

The Richmond Terminal Subdivision (of the CSXT Florence Division) governs movements 

through the Richmond-area passenger terminal and freight terminal facilities on the DC2RVA 

corridor. The north end of the subdivision is Greendale (CFP 4.8), the location of a universal 

crossover and a turnout for the north end of the station tracks serving the Amtrak’s Richmond 

Staples Mill Road passenger rail station. 

Greendale also marks the boundary between two CSXT operating divisions. North of 

Greendale, the DC2RVA corridor is part of CSXT’s Baltimore Division and controlled by 

dispatchers in the Baltimore Division dispatching center in Halethorpe, MD. The Greendale 

interlocking and all trackage south of Greendale through Centralia is part of CSXT’s Florence 

Division and controlled by dispatchers in the Florence Division dispatching center in Florence, 

SC. To optimize operations on the DC2RVA corridor through Greendale and ensure that 

passenger and freight trains receive the most favorable signal indications possible, the two 

dispatchers must communicate with each other, in addition to communicating with trains 

approaching and departing the Richmond Terminal. 

CSXT has plans to improve operations for northbound passenger trains in this area by installing 

a signal controlled by the Baltimore Division near the Staples Mill Road train station. This will 

provide northbound passenger trains with more opportunities to proceed north from Staples 

Mill Road at the maximum authorized track speed under a signal controlled by just one 

dispatcher in the short distance between the Staples Mill Road Station and the Greendale 

interlocking. This work is expected to be done as part of CSXT’s Main Line Relocation Project 

for Acca Yard, which is underway. 

3.2.5.2 Staples Mill Road Station 

Amtrak’s Staples Mill Road Station (CFP 4.6) is the Richmond area’s primary passenger rail 

station, and the busiest passenger rail station in Virginia. In 2015, more than 360,000 passengers 

boarded or disembarked there. The station is located in a suburban area of Richmond 

approximately 8 miles north of the Central Business District (Figure 3-18). The station was built 

in 1975 to serve as the primary Richmond train station, replacing Broad Street Station. The 

suburban location was inconvenient to serve downtown, but afforded available space for a 

station facility, crew base, and platforms. It is situated north of the rail junction where 

passenger trains from Florida and from Newport News begin to share a common alignment. 

The station’s location near the intersection of Interstates 95, 195, and 64 provides access for 

residents of the Richmond metropolitan area located north, east, and west of the city center. 

Staples Mill Road Station is currently served by 18 passenger trains (9 round trips), including 4 

Northeast Regional (Virginia) trains (2 round trips) that originate and terminate there. All 

Amtrak trains operating through Richmond on the DC2RVA corridor stop at Staples Mill Road, 

with the exception of the nonstop Auto Train. The station is a full-service Amtrak stop and has a 

staffed ticket counter and checked baggage service. (Additional information on Staples Mill 

Road Station is provided in Chapter 8). 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-55 Alternatives Technical Report 

FIGURE 3-18: STAPLES MILL ROAD STATION 

Staples Mill Road Station also houses an Amtrak crew base where engineers and conductors on 

certain Amtrak passenger trains change crews. Because of this additional station activity, some 

passenger trains have longer dwell times at Staples Mill Road than at other stations in Virginia. 

Long Distance trains have scheduled dwell times ranging between 9 minutes and 12 minutes. 

Northeast Regional (Virginia) trains from Norfolk and the Interstate Corridor (Carolinian) train 

from Charlotte have scheduled dwell times of 7 minutes. Northeast Regional (Virginia) trains 

from Newport News have scheduled dwell times of 5 minutes. 

Staples Mill Road Station has three platform tracks and two low-level platforms. One of the 

platform tracks is Main Track 3 of the DC2RVA corridor. Trains stopping on this track to 

perform station work are occupying the main line. Main Track 3 is served by an island platform 

approximately 1,750 feet long it shares with Station Track 4. The north end of Track 4 connects 

to Track 3 at the Greendale interlocking; the south end of Track 4 connects to Track 3 at the 

Hilliard Road interlocking (CFP 4.4). Each end of Station Track 4 has powered turnouts 

controlled by the Richmond Terminal Sub dispatcher. Coming off of Track 4 is Station Track 5, 

the closest track to the station building. Track 5 has an island platform approximately 850 feet 

long. Track 5 is connected to Track 4 on each end by hand-throw turnouts. Thus, any train 

arriving or departing Staples Mill on Track 5 needs an Amtrak employee available to manually 

line the turnouts connecting Tracks 5 and 4. This operating condition adds to the travel time of a 

train using Station Track 5 (Figure 3-18). 

Two Northeast Regional (Virginia) trains originate at Staples Mill Road Station in the morning, 

bound for Washington, D.C., and points north on the NEC. One train operates daily, and the 

other operates six days per week (excluding Sunday). These trains have southbound 

counterparts that arrive in the evening and end their trips at Staples Mill Road Station. Once all 

passengers have disembarked, these trains perform a non-revenue move south of the station to 

turn around on a wye at the south end of Acca Yard, and then return northbound to the Staples 

Mill Road Station, pointed in the right direction for the next morning’s departure. During the 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-56 Alternatives Technical Report 

night, the trains are stored, cleaned, serviced, and inspected on station tracks 4 and 5 at Staples 

Mill Road Station. 

3.2.5.3 Acca Yard 

Richmond’s Acca Yard serves as a classification terminal for CSXT, and is CSXT’s busiest freight 

yard in Virginia (Figure 3-19). Trains bound to and from locations east and west of Richmond 

originate and terminate at Acca Yard, and their cars may be transferred to trains traveling north 

and south of Richmond on the DC2RVA corridor. 

FIGURE 3-19: ACCA YARD 

Acca Yard contains physical and operational constraints that have the potential to contribute to 

congestion in the terminal area, some of which will be addressed under a planned main line 

relocation project that began in 2015. When through freight or passenger trains operate in the 

yard, a partial shutdown of switching operations may occur. Many of the yard tracks have 

hand-throw switches. Freight trains entering a track in Acca Yard that does not have a powered 

turnout may be required to stop so that the train’s conductor can dismount from the locomotive 

and manually line the turnout in order for the train to proceed into the yard. Depending on the 

train’s length, this activity could block tracks or interlockings and prevent other trains from 

moving in or out of the yard. 

Acca Yard is approximately 1.7 miles long and covers approximately 250 acres. However, the 

classification tracks are far shorter, ranging from less than a quarter-mile to approximately 1 

mile in length. Many manifest freight trains exceed one mile in length, which means that trains 

being built in Acca Yard or that have work to do there may require more than one yard track. In 

those situations, a departing train will have to “double,” meaning two sections of the train 

stored on two separated tracks will have to be combined, followed by an air-brake test of the 

entire train. Depending on the train’s length, the doubling procedure could block access to other 

tracks in the yard or prevent those tracks from further use. When necessary, Acca Yard also 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-57 Alternatives Technical Report 

functions as a holding point for northbound trains during VRE’s peak commuter periods. This 

practice limits the amount of track space available at Acca Yard for car classification and other 

yard activities. 

Acca Yard is also a CSXT crew change location. Richmond is the boundary for train crew 

seniority districts that are holdovers from CSXT predecessor railroads south of Richmond 

(Seaboard Coast Line), north of Richmond (Baltimore & Ohio), and east and west of Richmond 

(Chesapeake & Ohio). All freight trains passing through Richmond must change crews at Acca 

Yard, regardless of whether or not they have to stop to add or cut cars. Trains making a crew 

change at Acca Yard may occupy a yard track, a main line track, or the Passenger Main bypass 

track that skirts the yard’s west side. Depending on operating conditions, the crew change may 

occur at a location outside of Acca Yard itself, which can cause additional delay. Freight trains 

may also change locomotives at Acca Yard to ensure that they traverse the RF&P Subdivision 

led by a locomotive outfitted with working cab signaling and Automatic Train Control 

equipment. 

Acca Yard also has physical constraints that make expanding or rebuilding the yard to better 

handle today’s longer manifest freight trains difficult. Warehouses, industrial operations, and 

Interstate highways surround the terminal. Interstate 64 crosses over the north throat of the 

yard, while Interstate 195 and Westwood Avenue cross over the south throat of the yard. 

Most passenger trains operate through Acca Yard on the Passenger Main that skirts the yard’s 

west side. The MAS on the Passenger Main is 40 mph, provided the signals permit it. However, 

the Passenger Main also has several turnouts providing access to the Bryan Park Terminal (a 

maintenance facility for railcars and locomotives) and an industry spur north of Acca Yard, 

which has the potential to slow or delay operations. (Figure 3-19). The Passenger Main is the 

only track that provides access to the Bryan Park terminal, which means the bypass track is also 

used by yard jobs serving the facility. Passenger trains destined to and from Newport News are 

also occasionally routed on one of the main tracks through the center of Acca Yard, since these 

tracks lead directly to the Bellwood Sub and Main Street Station; movement through the yard 

on the main tracks is limited to 25 mph, although a main line relocation project (described 

below) will eliminate this operation. 

3.2.5.4 Main Line Relocation 

To improve freight and passenger operations through the Richmond terminal, CSXT in 2015 

began a Main Line Relocation Project at Acca Yard. The project is part of Phase 1 of the CSXT 

Framework Agreement with DRPT. The project will separate the main line tracks from the yard 

by relocating them parallel to the west side Passenger Main, allowing through freight trains and 

passenger trains to move through the yard area more smoothly without interfering with 

switching activities inside the yard. The project will also add a fourth main track between 

Staples Mill Road Station and North Acca, creating one double-track route for through traffic 

bypassing the yard and one double-track route directly into the north end of the yard. This will 

provide passenger and freight trains with more operating flexibility between Greendale and 

Acca Yard. In addition, a new pocket track will be constructed north of the Staples Mill Road 

Station that can be used to hold passenger trains waiting for platform space without blocking 

the main line tracks. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-58 Alternatives Technical Report 

3.2.5.5 Two Routes Through Richmond 

At the south end of Acca Yard, the DC2RVA corridor diverges at the south Acca yard wye,6

forming two routes through Richmond (Figure 3-20). The westward of the two routes arcs 

around Richmond as the double-track North End Subdivision, CSXT’s principal freight route 

between Richmond and points south toward North Carolina. It is referred to as the A-Line, 

named for the predecessor railroad Atlantic Coast Line. The eastward of the two lines passes 

through the center of Richmond as the single-track Bellwood Subdivision, used primarily by 

local freights to serve industries and Northeast Regional (Virginia) service to Newport News. It 

is referred to as the S-Line, named for the predecessor railroad Seaboard Air Line. The A-Line 

and the S-Line reconnect at Centralia, approximately 14 miles south of the south Acca Yard 

wye. 

 A-Line: The North End Subdivision is a high-density main line used by the majority of 

northbound and southbound passenger and freight trains on the DC2RVA corridor 

(Figure 3-20). The subdivision bypasses downtown Richmond and consists of a doubletrack main line over which passenger and freight trains can travel efficiently. Amtrak 

passenger trains operating south of Richmond to Norfolk, North Carolina, and Florida 

use the North End Subdivision. This subdivision also has the fastest passenger train 

MAS on the DC2RVA corridor: 79 mph. However, Amtrak passenger trains using the ALine (bound for Florida, North Carolina, and Norfolk) do not reach the MAS of 79 mph, 

as most of the A-Line from Acca Yard to Centralia operates under speed restrictions due 

to curves, bridges, or other conditions. The A-Line route from AY interlocking to 

Centralia is approximately 14.3 miles. 

 S-Line: The S-Line heads south to Centralia through downtown Richmond, passing on 

the west side of Main Street Station (Figure 3-20). The line is primarily single-track, with 

some sections double track, and is speed-restricted, with trains in most sections held to 

25 mph. The single track S-Line bridge across the James River has a 10-mph speed 

restriction. The line passes through industrial areas in south Richmond and has several 

grade crossings with heavy truck traffic. There is local freight service on the line, daily 

coal trains to and from a power plant (Dominion’s Chesterfield Power Station) near 

Bellwood, and numerous empty bulk trains traveling north to Richmond and a 

connection to the BBRR. Northeast Regional (Virginia) passenger trains between Boston 

and Newport News use the S-Line for approximately 4 miles between Acca Yard and 

AM Junction (just north of Main Street Station in downtown Richmond). The S-Line 

route from the AY interlocking to Centralia is approximately 15.6 miles. 

 

 

6 Mileposts on CSXT lines south of Richmond have a prefix beginning with either A (former ACL, now A-Line 

routes) or S (former SAL routes, now S-Line routes). However, both the ACL and SAL main lines end south of Acca 

Yard. ACL’s milepost 0 was south of the James River, so mileposts from that point north to Acca Yard have the prefix 

ARN (for ACL Richmond North). Seaboard’s milepost 0 was at Main Street Station, so mileposts between Main Street 

and Acca Yard have the prefix SRN (for Seaboard Richmond North).
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-19_RoutesThroughRichmond_8.5x11_AltTech_LM.mxd | Last Updated: 10.26.2015

Fredericksburg

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Westmoreland

Charles City

King George

City of

Richmond

Falls

Church [Manassas Park

Figure 3-20

Two Routes

Through

Richmond

Legend

!( CSXT Control Point

(! CSXT Mileposts

Exsiting Track

North End Subdivision

(A-Line)

Bellwood Subdivision

(S-Line)

I3 Amtrak Station

County/City

Boundaries

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

Fulton

Yard

Acca Yard

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d

C h e s t e r f i e l d C o u n t y C h e s t e r f i e l d C o u n t y

H e n r i c o C o u n t y H e n r i c o C o u n t y

1 inch = 1.5 miles

@ 8.5 x 11 inches

[ 0 0.75 1.5

Miles

A-Line

S-Line

Buckingham

Branch
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-60 Alternatives Technical Report 

The tracks leading into and out of the wye south of Acca Yard are served by three interlockings 

(Figure 3-21): 

 AY – North of the wye, between the wye and Acca Yard 

 West AY – Southwest of the wye, along the A-Line 

 South AY – Southeast of the wye, along the S-Line 

3.2.5.6 AY Interlocking 

AY interlocking (CFP 1.7) is located at the south end of Acca Yard where the two CSXT main 

lines split: the double-track A-Line and the single-track S-Line (Figure 3-21). The existing track 

and turnout configuration at AY interlocking restricts movement through the interlocking to 

just the one train at a time that can enter, exit, or cross the south throat of the yard, at speeds of 

no more than 15 mph. This has the potential to create an operating bottleneck. Most passenger 

trains avoid blocking the yard entrance by using the Passenger Main that skirts the west side of 

the yard. These trains have a direct move that does not interfere with operations inside of Acca 

Yard or at its throat. However, Northeast Regional (Virginia) trains to and from Newport News 

must use a low-speed crossover to cross the southern throat of Acca Yard when moving 

between the Passenger Main and the S-Line. If the Passenger Main is occupied, passenger trains 

also have the option of being routed on one of the main tracks through the middle of Acca Yard. 

Interstate 195 and Westwood Avenue also cross over the south throat of Acca Yard and AY 

interlocking on bridges, creating an additional constraint to expansion in this area. 

3.2.5.7 West AY Interlocking 

West AY is a universal interlocking on the A-Line 0.3 miles south of AY interlocking (Figure 3-

21). West AY marks the point where double-track A-Line transitions from the Richmond 

Terminal Subdivision to the North End Subdivision headed south to Rocky Mount, NC. 

At West AY (ARN 3.3) the South Leg wye track diverges and turns east to join the southward SLine to Richmond. This wye track is used to turn empty southbound Northeast Regional 

(Virginia) passenger trains from Washington, D.C. that will begin their next northbound trip at 

the Staples Mill Road Station. The wye track is also used by CSXT freight trains operating from 

downtown Richmond on the S-Line that are destined to locations in the Southeast via the ALine. In addition, the wye track is used to turn locomotives equipped with cab signal and ATC 

equipment so that they may lead northbound trains on the RF&P Subdivision. Passenger and 

freight trains using the South Leg wye track block all other through train movements into or out 

of the south end of Acca Yard and do so for an extended period of time, since track speed on the 

wye is 15 mph for passenger trains and 10 mph for freight trains. 

3.2.5.8 South AY Interlocking 

South AY (CFP 1.3) is located on the S-Line (Figure 3-21). At this interlocking, the two main 

tracks coming south from AY converge into one track to continue 0.8 miles south to Hermitage 

(the beginning of the Bellwood Sub and a section of two main tracks). Just south of the turnout 

where the double-track line becomes single, the South Wye track from West AY interlocking 

joins the Bellwood Sub. The wye track is used to turn nonrevenue Northeast Regional (Virginia) 

trains that terminate and originate at Staples Mill Road Station. The track is also used by 

northbound freight trains on the Bellwood Sub destined for points south of Virginia via the A- 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-20_AYInterlocking_8.5x11_AltTech_BC_1.mxd | Last Updated: 10.21.2015

Figure 3-21

AY Interlocking

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: BING Aerial Imagery, Microsoft 

Corporation and its data suppliers

[

@ 8.5 x 11 inches

Existing Track

County/City

Boundaries

[

City of 

Richmond

West AY 

(ARN 3.3)

Henrico

County

South AY (CFP 1.3)

AY Interlocking (CFP 1.7)

Track 1

Track 2

Acca 

Yard

S-Line

A-Lin

e

Feet

0 170 300

1 inch = 300 feet

Legend
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-62 Alternatives Technical Report 

Line (North End Subdivision). These movements are bulk trains that can run at any time. 

Running parallel east of the main track is the Hermitage Lead, a lead track used by Acca Yard 

switch crews. The Hermitage Lead extends south from Acca Yard and runs parallel to the 

Richmond Terminal Subdivision past South AY to the Hermitage interlocking. The northern 

portion of the lead track is part of a designated Remote Control Zone for switch crews, from 

Acca Yard as far south as the Boulevard Bridge. 

CSXT’s Main Line Relocation Project at Acca Yard (described in Section 3.2.5.4) will relocate the 

A-Line’s main line tracks from the center of the yard to the west side of the yard, which will 

enable more freight trains to pass through AY interlocking without blocking switching activities 

or other yard operations. As part of the project, CSXT will rebuild the AY and West AY 

interlockings so that through moves on either track will have an authorized speed of 40 mph for 

passenger trains and 25 mph for freight trains, improving operational flexibility and reducing 

the potential for delays. 

3.2.6 CSXT North End Subdivision (A-Line): West AY in Richmond, VA-Centralia, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: West AY (ARN 3.3)-Centralia (A 10.7) (Figure 3-22) 

Distance: 14.0 miles 

Line Heritage: Atlantic Coast Line Railroad; RF&P Railroad 

Number of Main Tracks: Two main tracks 

Maximum Allowable Speed-Passenger: 79 mph; 70 mph for Auto Train 

Maximum Allowable Speed-Freight: 60 mph 

Limiting Passenger Speed: 40 mph between ARN 0.9-ARN 0.7 due to horizontal geometry. 

Signals: Wayside Intermediate and Control Point Signals (CPS) 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 18’2” (double-stack), 18’6” (auto rack) 

Trains per Day: 

 12 Passenger (Amtrak) 

 15-25 Freight (CSXT) 

Crossover locations: 

 West AY (ARN 3.3): Universal (A-Line), plus access to South Leg wye track; interlocking 

controlled by Richmond Terminal Subdivision 

 Meadow (A 1.0): Track 1 to 2 southbound 

 FA (A 5.6): Track 2 to 1 southbound, plus northbound turnout to Clopton Lead 

 Centralia (A 10.7): Universal, plus northbound turnout to single-track Bellwood 

Subdivision (S-Line) 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-21_NorthEndSub_8.5x11_AltTech_BW.mxd | Last Updated: 10.27.2015

Figure 3-22

CSXT

North End

Subdivision

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.75 1.5

Mile

@ 8.5 x 11 inches

Legend

(! CSXT Mileposts

!( CSXT Control Point

Exsiting Track

I3 Amtrak Station

County/City Boundaries

[

1 inch = 1.5 mile

H e n r i c o H e n r i c o

C o u n t y C o u n t y

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d

C h e s t e r f i e l d C o u n t y C h e s t e r f i e l d C o u n t y

H e n r i c o H e n r i c o

C o u n t y C o u n t y

James River

A-Line

S-Line

Buckingham

Branch

Railroad
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-64 Alternatives Technical Report 

3.2.6.1 General Description 

The North End Subdivision is a high-density main line used by the majority of passenger and 

freight trains operating south of Richmond on the DC2RVA corridor. The subdivision bypasses 

downtown Richmond, and consists of a double-track main line over which passenger and 

freight trains travel. Amtrak passenger trains operating south of Richmond to Norfolk, North 

Carolina, and Florida use the North End Subdivision. Passenger trains on the North End 

Subdivision have a MAS of 79 mph, with the exception of the Auto Train, which is limited to 70 

mph. However, operating speed restrictions limit the actual speeds along most of the route. 

3.2.6.2 Powhite Parkway and James River Crossing Limits Potential Expansion 

The North End Subdivision begins at West AY interlocking, just south of Acca Yard. 

Approximately 1,000 feet south of West AY, the DC2RVA corridor enters a trench within the 

median of I-195, the Powhite Parkway (Figure 3-23). The right-of-way contains two tracks and is 

at various points protected from the highway lanes flanking it by a low concrete retaining wall 

and/or fencing. The tracks remain in the median of I-195 for approximately 2 miles. The 

Powhite Parkway in this area is located within a cut that is lined with substantial retaining 

walls on both sides. 

FIGURE 3-23: POWHITE PARKWAY 

When track space in Acca Yard is congested or a train has stopped for a crew change at West 

AY, northbound trains hold or line up on the tracks in the median of I-195 to take turns to 

continue northward. Typically these trains hold on Track 2, which provides entry to Acca Yard, 

and leaves just Track 1 available for other main line passenger and freight movements. The 

Acca Yard main line relocation project described above is intended to move these crew changes 

north into the terminal area, reducing the potential for main line congestion south of Acca Yard. 

Passenger trains are restricted to 50 mph and freight trains are restricted to 40 mph when 

traveling in the median of I-195. South of the median, the corridor bends to the southwest on a 

4-degree curve that restricts all freight and passenger trains to 40 mph. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-65 Alternatives Technical Report 

The A-Line crosses the James River on a concrete arch bridge built in 1919. The 2,278-foot-long 

bridge has 18 arches and was built wide enough to carry two tracks across the waterway. The 

track speed across the bridge is 50 mph for passenger trains and 45 mph for freight trains and 

remains so through a 3-degree curve south of the bridge. The middle of this 3-degree curve 

contains the North End Subdivision’s Milepost 0, marking the transition from former RF&P 

trackage from Acca Yard to former Atlantic Coast Line (ACL) trackage southward to Rocky 

Mount. 

3.2.6.3 Meadow 

Once south of the curve, southbound trains out of Acca Yard have the first opportunity to 

operate at the North End Subdivision’s MAS of 79 mph for passenger trains and 60 mph for 

freight trains. That opportunity only lasts for a mile, however, before another curve that limits 

passenger train speeds to 60 mph and freight trains to 50 mph. This curve is located just south 

of the Meadow interlocking (A 1.0), a single crossover that permits northbound trains to cross 

from Track 2 to Track 1, and to potentially pass around stopped trains farther ahead waiting for 

space to open up in Acca Yard. The Commonwealth of Virginia is working with CSXT on the 

North End Crossover project, which will install an additional crossover to make Meadow a 

universal interlocking. The project will increase operational fluidity and expand opportunities 

to meet and pass trains between Richmond and Centralia. 

3.2.6.4 FA interlocking 

The FA interlocking (A 5.6) is located 4.6 miles south of Meadow, and consists of a single 

crossover in the opposite configuration of the one at Meadow, permitting northbound trains to 

cross from Track 1 to Track 2. The Commonwealth of Virginia is working with CSXT on the 

North End Crossover project, which will install an additional crossover to also make FA a 

universal interlocking. The project will increase operational fluidity and expand opportunities 

to meet and pass trains between Richmond and Centralia. 

Just north of the crossover a northbound turnout provides a connection to CSXT’s Clopton Lead 

track, an industrial track that serves local industries and provides access to Clopton Yard, a 

small yard used to stage cars for freight shippers along the Clopton Lead. (The Clopton Lead 

was the original ACL main line to downtown Richmond before the current A-Line was built 

around the city in 1919.) A local freight based at Acca Yard operates weekdays southward on 

the North End Subdivision, then reverses direction at FA to enter the Clopton Lead and serve 

customers on it. Passenger trains are held to 50 mph and freight trains to 45 mph through FA on 

account of a curve just north of the interlocking. 

3.2.6.5 Centralia 

Centralia (A 10.7) is the southern limit of the DC2RVA project area. At Centralia, the singletrack Bellwood Subdivision from downtown Richmond connects southbound into Track 2 of 

the North End Subdivision. There is also a universal crossover at this location. 

Northbound trains that diverge from the North End Subdivision and onto the Bellwood 

Subdivision at Centralia are primarily empty bulk trains headed to Richmond for a crew 

change, and then on to the BBRR to operate west to Clifton Forge, bound for destinations in the 

Appalachians or eastern Great Lakes. The connection to the Bellwood Subdivision has a track 

speed of 25 mph.
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-66 Alternatives Technical Report 

3.2.7 CSXT S-Line North: Bellwood Subdivision, Hermitage-Brown Street in 

Richmond, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: Hermitage (SRN 3.5)-Brown Street (SRN 0.4) (Figure 3-24) 

Distance: 3.1 miles 

Line Heritage: Seaboard Air Line 

Number of Main Tracks: One and two main tracks 

Maximum Allowable Speed-Passenger: 30 mph 

Maximum Allowable Speed-Freight: 25 mph, signal spacing, control points in between, and 

stopping distances. 

Limiting Passenger Speed: 10 mph between SRN 0.4-SRN 0.0 due to track condition and station 

proximity. 

Signals: Wayside Control Point Signals (CPS) 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 16’10” (multi-levels prohibited) 

Trains per Day: 

 4 Passenger (Amtrak) 

 10-20 Freight (CSXT) 

Crossover locations: 

 Hermitage (SRN 3.5): North end of two main tracks 

 AM Junction (Track 2 only): Connections to the Piedmont Sub and BBRR 

 Brown Street (SRN 0.4): South end of two main tracks 

3.2.7.1 Overview and Operational Requirements 

CSXT’s Bellwood Subdivision is a continuation of the S-Line that began as part of the Richmond 

Terminal Subdivision from Acca Yard (CP AY) to the Hermitage interlocking. At Hermitage, 

the S-Line becomes the Bellwood Subdivision, which runs east and then south through the 

center of Richmond past Main Street Station (west side), crosses the James River on a singletrack bridge, passes through the industrialized South Richmond area, and joins the North End 

Subdivision (A-Line) at Centralia, approximately 15 miles south of Acca Yard. The Bellwood 

Subdivision alignment follows an old stream channel from Hermitage downhill at a 

comparatively steep grade toward Main Street Station before passing the station on the west 

side on a raised viaduct. Local freight trains use the Bellwood Sub to shuttle cars between Acca 

Yard and freight customers south of Richmond as far as Hopewell, VA (Hopewell Subdivision). 

The Bellwood Sub between Hermitage and an interlocking just north of Main Street Station 

called AM Junction is also used by Northeast Regional (Virginia) passenger trains providing 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-23_SLineNorth_8.5x11_AltTech_BW.mxd | Last Updated: 10.27.2015

Figure 3-24

CSXT

S-Line North

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.5 1

Mile

@ 8.5 x 11 inches

Legend

Existing Track

(! CSXT Mileposts

!( CSXT Control Point

I3 Amtrak Station

County/City Boundaries

[

1 inch = 1 mile

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d

James River

A-Line

S-Line

Buckingham

Branch

Railroad
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-68 Alternatives Technical Report 

two daily round trips between Boston and Newport News. The entire Bellwood Sub was once a 

double-track freight and passenger main line, but the line was downgraded and single-tracked 

in places south of the AM Junction during the 1960s and 1970s. Hermitage is the north end of a 

section of two main tracks approximately 3 miles long, ending at Brown Street interlocking just 

north of Main Street Station. 

The Bellwood Sub’s north end plays a strategic role in CSXT’s overall Richmond-area 

operations by providing access to the only connecting track between CSXT’s main lines running 

north-south and east-west through the city. Historically, CSXT’s routes through Richmond were 

part of four different predecessors. North-south traffic through Richmond funneled north on 

the former RF&P, and moved south via either the former Atlantic Coast Line (today’s North 

End Sub/A-Line) or the former Seaboard Air Line (today’s Bellwood Sub/S-Line). CSXT’s two 

east-west routes through Richmond were historically part of the Chesapeake & Ohio Railroad 

and comprised two parallel routes between the Appalachian Mountains at Clifton Forge and 

Richmond. Both lines were physically separated from the north-south routes except for some 

limited connection and interchange tracks north of Main Street Station. Today, the only 

connection that exists to link CSXT’s east-west and north-south routes in Richmond is at AM 

Junction. 

3.2.7.2 Hermitage 

One mile south of Acca Yard is Hermitage interlocking (SRN 3.5), which marks the point where 

the S-Line changes from the Richmond Terminal Subdivision to the Bellwood Subdivision. At 

Hermitage, the single-track line from South AY becomes a two-track line. Southbound trains are 

either lined on Track 1 (the westernmost of the two main tracks) to continue south on the 

Bellwood Sub past the west side of Main Street Station and across the James River to Centralia 

or lined on Track 2 to AM Junction, where a connecting track (part of CXST’s Peninsula 

Subdivision) diverges for Fulton Yard and Newport News. The Bellwood Sub’s two main tracks 

parallel each other south of Hermitage for approximately 3 miles to AM Junction. However, 

there is no crossover between Track 1 and Track 2 at AM Junction that would permit the 

interoperable use of both main tracks in this 3-mile stretch. This condition puts the majority of 

the traffic on Track 2, including four daily Northeast Regional (Virginia) trains, since most 

trains are entering or exiting the line at AM Junction, and prevents opposing trains from using 

Track 1 for meet/pass events. 

3.2.7.3 AM Junction 

AM Junction (CA 85.5) is located just north of Main Street Station on the Bellwood Subdivision, 

and approximately 5 miles south of Acca Yard. At AM Junction, the east-west former C&O 

route between Richmond’s Fulton Yard and Clifton Forge comes side by side with the northsouth former Seaboard Air Line Route (today’s Bellwood Subdivision) from Centralia to Acca 

Yard. At the junction, a connection exists that allows westbound trains on the former C&O 

route (known today as the Peninsula Subdivision) to proceed north onto Track 2 of the 

Bellwood Subdivision. The junction between the two lines was constructed as part of the 

introduction of Amtrak passenger rail service between the NEC and Newport News on June 15, 

1976. (AM Junction is an abbreviation of Amtrak Junction). Today, the junction is used by four 

Northeast Regional (Virginia) passenger trains and multiple CSXT freight trains. 

Less than 100 feet north of where the CSXT Peninsula Sub joins the Bellwood Sub, the BBRR 

leaves the Bellwood Sub to head north to Doswell and then west to Clifton Forge. The straight, 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-69 Alternatives Technical Report 

or “normal,” move for this turnout is lined from the Bellwood Sub onto the BBRR going north. 

Trains that want to continue north on the Bellwood Sub, including Northeast Regional 

(Virginia) trains, must take the diverging switch at a lower speed. BBRR leased the trackage 

between Richmond and Clifton Forge from CSXT (a continuation of the former C&O route) and 

provides local freight service on it. CSXT retains trackage rights on the BBRR between 

Richmond and Clifton Forge, and sends several westbound empty bulk trains over it each day, 

leaving its own line from Clifton Forge to primarily handle loaded eastbound trains. At Clifton 

Forge, the BBRR rejoins the second CSXT east-west main line from Richmond, which follows 

the James River between those two cities. 

CSXT’s use of the Peninsula/Bellwood Subdivision connection at AM Junction to change a 

train’s primary direction of travel from east-west to north-south brings with it some timeconsuming, complex operational requirements, including: 

 The connection between east-west and north-south routes through Richmond is 

not configured for the primary flow of rail traffic. The connection allows trains 

moving from east to north to operate as a progressive move. However, the primary 

flow of traffic is from west to south and secondarily from west to north. Because no 

direct connection exists that allows trains from the west to turn south or north, these 

trains must first move east through Richmond to Fulton Yard, then reverse direction 

and enter the Peninsula Subdivision to pass the connection at AM Junction, then 

reverse direction again to operate south on the Bellwood Subdivision. Alternatively, 

trains can continue north on the Bellwood Subdivision past Hermitage and around 

the wye at Acca Yard to head south on the A-Line. Trains from west to north must 

have their locomotives run-around to the opposite end at Fulton Yard before 

proceeding west to AM Junction and north on the Bellwood Subdivision. These 

trains may also change crews at Fulton Yard. 

 A northbound ruling grade of approximately 1 percent. The climb out of the James 

River valley for northbound trains on the Bellwood Subdivision averages 

approximately 1 percent from Main Street Station as far as Hermitage. Many trains 

entering the Bellwood Subdivision at AM Junction have helpers to assist them up 

this grade. These helpers tie onto trains at Fulton Yard east of Richmond and stay 

with the train until the South Acca interlocking. At that point, the helpers will cut 

off, and operate light back to Fulton Yard. 

 Limited opportunities to switch tracks. The Bellwood Subdivision is a two-track 

railroad from the Hermitage interlocking near Acca Yard south to Brown Street 

interlocking in downtown Richmond, a distance of 3.1 miles. However, the 

connections to east-west lines at AM Junction occur only on the easternmost of the 

two tracks (Track 2), just north of Brown Street. There is no crossover at AM Junction 

that provides trains the option of using either Track 1 or Track 2 between Hermitage 

and AM Junction. As a result, the complex reversals of direction and uncoupling of 

helpers described above can only occur on Track 2, constraining operations. 

 Slow train speeds. The steep grade and several tight curves (between 3 and 6 

degrees) limit train speeds on the Bellwood Subdivision to less than half the 

allowable speed on the RF&P Subdivision. Passenger trains operate between 15 and 

30 mph between AY Junction and AM Junction. Freight train speeds are held to a 

maximum of 25 mph. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-70 Alternatives Technical Report 

 Multiple dispatcher territories. Train movements through Richmond involve 

communication with two and possibly three different dispatchers, depending on the 

route being used. Trains must contact and receive permission from the respective 

dispatcher to operate over a rail line prior to their movement on it. 

Amtrak operates two daily round trip Northeast Regional (Virginia) passenger trains between 

Boston and Newport News. These trains use the RF&P Subdivision south of Washington, D.C., 

to Acca Yard, and operate south on the S-Line to AM Junction, where they access the connection 

to CSXT’s east-west Peninsula Subdivision to Newport News. The trains make a stop at 

Richmond’s Main Street Station (east side platform), which is located on the Peninsula Sub. The 

two round trips provide a morning departure and evening departure in each direction at Main 

Street Station. 

The two trains are scheduled to meet on the Peninsula Subdivision east of Main Street Station 

and Rivanna Junction, the interlocking east of Main Street Station where two main tracks begin 

heading eastward. However, if one of the trains is running behind schedule, the delay will also 

impact the opposing passenger train because there is no place where passenger trains can pass 

each other on the Bellwood Subdivision or at any point between Acca Yard and Rivanna 

Junction. The lack of interoperable main track and crossovers creates conflicts for Northeast 

Regional (Virginia) trains to and from Newport News over a distance of approximately 8 miles 

between Richmond’s Staples Mill Road Station past Acca Yard and Main Street Station to 

Rivanna Junction. Particular chokepoints include the track configuration at AY interlocking, 

where only one train can cross at a time; the restricted use of just one track on the S-Line 

between South AY and AM Junction; the single-track connection to the Peninsula Subdivision at 

AM Junction; and the slow track speeds between Staples Mill Road and Rivanna Junction. 

The two Northeast Regional (Virginia) train-pairs to and from Newport News also experience 

the slowest average speeds of any passenger train on the DC2RVA corridor. Northeast Regional 

(Virginia) passenger trains have scheduled times between Staples Mill Road and Main Street 

Station of 25 to 35 minutes, an average speed of approximately 15 mph. The low average speed 

is caused by the slow speeds associated with passing Acca Yard, crossing the throat of Acca 

Yard at AY interlocking, traversing the slow-speed Bellwood Subdivision, and some recovery 

time built into the schedule to account for delays from conflicts with opposing Amtrak trains on 

single-track sections or potential freight train delays. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-71 Alternatives Technical Report 

3.2.8 CSXT S-Line South: Bellwood Subdivision, Brown Street in Richmond, VACentralia, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: Brown Street (SRN 0.4)-Centralia (S 10.9) (Figure 3-25) 

Distance: 11.3 miles 

Line Heritage: Seaboard Air Line 

Number of Main Tracks: One and two main tracks 

Maximum Allowable Speed-Passenger: 25 mph 

Maximum Allowable Speed-Freight: 25 mph 

Limiting Passenger Speed: 10 mph between S 0.0-S 0.7 due to track condition and station 

proximity. 

Signals: Wayside Control Point Signals (CPS) 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 16’10” (multi-levels prohibited) 

Trains per Day: 

 0 Passenger 

 10 – 20 Freight (CSXT) 

Crossover locations: 

 South Richmond (S 2.9): North end of two main tracks 

 Marlboro (S 4.0): Crossover from Track 2 to 1 southbound 

 Falling Creek (S 7.2): South end of two main tracks 

3.2.8.1 Overview 

The Bellwood Subdivision (S-Line) continues south from Brown Street interlocking (the south 

end of a double-track section from Hermitage). The line passes the west side of Main Street 

Station in downtown Richmond, then continues south across the James River on a single-track, 

10-mph bridge, headed to industrial South Richmond and a junction with the North End 

Subdivision (A-Line) at Centralia. Passenger trains do not use this section of the Bellwood 

Subdivision. The line is primarily used by three types of freight trains: 

1. Local trains shuttling cars between Acca Yard and customers and local freight yards 

south of Richmond. 

2. Loaded bulk trains of coal and sulfur headed to destinations in South Richmond and 

Hopewell, VA (Hopewell Subdivision). 

3. Empty bulk trains cycling north from Centralia, Hopewell, and other points, headed 

for AM Junction to operate west on the BBRR. 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-24_SLineSouth_8.5x11_AltTech_BW.mxd | Last Updated: 10.27.2015

Figure 3-25

CSXT

S-Line South

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.75 1.5

Miles

@ 8.5 x 11 inches

Legend

!( CSXT Control Point

(! CSXT Mileposts

Exsiting Track

I3 Amtrak Station

County/City Boundaries

[

1 inch = 1.5 miles

H e n r i c o H e n r i c o

C o u n t y C o u n t y

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d

C h e s t e r f i e l d C h e s t e r f i e l d

C o u n t y C o u n t y

H e n r i c o H e n r i c o

C o u n t y C o u n t y

James River

A-Line

S-Line

Buckingham

Branch

Railroad

Bone Dry

Triple Crossing
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-73 Alternatives Technical Report 

3.2.8.2 Brown Street and Bone Dry 

Brown Street interlocking (SRN 0.4) is the south end of a section of double track that begins 3.1 

miles north at the Hermitage interlocking. However, the utility of the double-track section 

between Hermitage and Brown Street is lessened because the connections to and from east-west 

lines at AM Junction (described in Section 3.2.7.3) occur only on the easternmost of the two 

main tracks, Track 2. Because the majority of Bellwood Sub trains are entering or exiting the line 

at AM Junction, most of the Bellwood Sub’s train movements can only occur on Track 2, 

limiting the opportunities for more than one train at a time to pass through this area. 

AM Junction is located just north of Brown Street. Between Brown Street and AM Junction on 

Track 2 is a location called Bone Dry. This location is the point where northbound empty bulk 

trains stop and change crews. The crew change occurs before the empty bulk trains enter the 

BBRR at AM Junction to operate west to Clifton Forge. A bulk train stopped at Bone Dry for a 

crew change will block the Brown Street interlocking and extend south past Main Street Station 

toward the James River bridge. If an outbound crew is not ready, the inbound crew will tie 

down the train at Bone Dry, blocking the S-Line, and wait for a crew van to pick them up. 

Going south from Brown Street, the Bellwood Subdivision is elevated on a steel viaduct with 

concrete piers. The viaduct extends past the west side of Main Street Station to the James River 

bridge. At one time, this viaduct had two tracks that converged to one track just before the 

James River crossing. Today, only the easternmost of the tracks is in service. 

3.2.8.3 The Triple Crossing and James River Bridge 

Just before crossing the James River, the Bellwood Subdivision bridges over a NS rail line while 

also crossing beneath CSXT’s east-west James River line (Rivanna Subdivision) (Figure 3-26). 

This location is Richmond’s famed “Triple Crossing,” one of the few places in the United States 

where three railroad lines cross each other at three different levels. The Bellwood Subdivision is 

the middle part of this crossing. However, the rail bridges over and under the Bellwood 

Subdivision have clearance restrictions of 16 feet 10 inches. This prevents the Bellwood 

Subdivision from being used by double-stack container trains or Amtrak’s double-deck auto 

rack cars used on Amtrak’s Auto Train, which have a height of approximately 20 feet. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-74 Alternatives Technical Report 

FIGURE 3-26: TRIPLE CROSSING 

South of the Triple Crossing, the Bellwood Subdivision passes through a notch in a flood 

control wall, and then crosses the James River on a single-track bridge. The track speed on the 

elevated viaduct in Richmond and across the James River Bridge is 10 mph. Trains are held to 

this restricted speed for a distance of 1.1 miles. 

At the south end of the James River bridge, the Bellwood Subdivision passes through another 

flood wall. South of the bridge and flood wall, the Bellwood Subdivision crosses an NS spur at 

grade on a diamond at a location called Rockets (S 0.7). This crossing is remotely controlled by 

the CSXT Bellwood Subdivision dispatcher. The NS spur runs from NS’s Belle Isle Yard in 

South Richmond east to the Richmond Wastewater Treatment Facility. NS train movements 

across the Bellwood Sub reportedly no longer take place, although NS maintains the trackage 

rights. The southwest corner of the diamond has an NS quadrant track that comes parallel to the 

CSXT Bellwood Sub. The NS and Bellwood Sub tracks run parallel on a shared alignment 

southward for approximately 1 mile to CSXT’s South Yard. The NS track is used by NS local 

freights interchanging cars with CSXT at South Yard. 

3.2.8.4 South Yard 

South Yard (S 1.7) is a local support yard for customers in South Richmond, including at the 

Port of Richmond. CSXT bases a local freight at South Yard. The yard contains six tracks 

approximately 2,000 to 2,200 feet long, in addition to the main line track. The yard is stubended, and can only be accessed from the main line at the north end. South Yard is located west 

of the Bellwood Sub main track, separated by the remains of a former second main track located 

in between the yard and the main line. A 5-mile-long spur diverges from the east side of the 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-75 Alternatives Technical Report 

Bellwood Sub main track to serve the Port of Richmond’s Deepwater Terminal. Several rail 

shippers are located on this spur. 

3.2.8.5 South Richmond to Falling Creek 

A 4.3-mile section of double track exists between South Richmond (S 2.9) and Falling Creek (S 

7.2). There is a mid-section crossover at Marlboro (S 4.0) to allow southbound trains to cross 

from the easternmost main track (Track 1) to the westernmost track (Track 2), and avoid any 

potential switching activity associated with Fanshaw Yard (S 4.7). Fanshaw Yard is a four-track 

facility on the east side of the main line. It supports rail service to the Cogentrix Energy power 

plant. South of Fanshaw Yard, the Bellwood Subdivision crosses Falling Creek on two parallel 

steel deck bridges. 

3.2.8.6 Bellwood 

Bellwood (S 7.6) is the junction of the 14.4-mile Hopewell Subdivision, which runs southeast to 

Hopewell, a chemical and manufacturing center on the James River. A wye at Bellwood allows 

trains on the Bellwood Subdivision from either direction to enter the Hopewell Subdivision. In 

the middle of the wye is a 5-track yard where CSXT bases a local freight. There is also a twotrack staging area north of the wye in an area where the Bellwood Subdivision and the north 

wye track of the Hopewell Subdivision run parallel before joining. Most trains operating on the 

Hopewell Subdivision are unit bulk trains and local trains from Richmond that access the line 

by operating southbound on the Bellwood Subdivision, including unit coal trains bound for 

Dominion’s Chesterfield Power Station located in Chesterfield County off Coxendale Road, 

southwest of the James River. (Their counterparts leave the Hopewell Subdivision and operate 

north on the Bellwood Subdivision to Richmond.) 

3.2.8.7 Centralia 

At Centralia (S 10.9), the single-track Bellwood Subdivision (S-Line) connects to the doubletrack North End Subdivision (A-Line). Most of the trains that diverge from the North End Sub 

at Centralia to access the Bellwood Sub are empty bulk trains with destinations in the 

Appalachian Mountains or Great Lakes region. These trains will operate north on the Bellwood 

Subdivision to Richmond, then enter the BBRR AM Junction to operate west toward their final 

destinations. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-76 Alternatives Technical Report 

3.2.9 CSXT Peninsula Subdivision: AM Junction in Richmond, VA-Beulah, VA 

Owner/Operator: CSXT 

Subdivision Route/Mileage: AM Junction (CA 85.4)-Beulah (CA 76.2) (Figure 3-27) 

Distance: 9.2 miles 

Line Heritage: Chesapeake & Ohio Railroad 

Number of Main Tracks: One and 2 main tracks 

Maximum Allowable Speed-Passenger: 79 mph 

Maximum Allowable Speed-Freight: 50 mph 

Limiting Passenger Speed: 15 mph between CA 84.8-CA 84.5 due to track condition and station 

proximity. 

Signals: Wayside Control Point Signals (CPS) and Automatic Blocks Signals (ABS) 

Operational Authority: Centralized Traffic Control (CTC) 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: 19’2” (double-stack), 19’1” (auto rack) 

Trains per Day: 

 4 Passenger (Amtrak) 

 10-20 Freight (CSXT) 

Crossover locations: 

 Rivanna Junction (CA 84.5): Track 1 to 2 eastbound 

 Coney Island (CA 84.0): Track 2 to 1 eastbound 

 Darbytown (CA 80.8): Track 2 to 1 eastbound 

 Fort Lee (CA 78.3): Track 2 to 1 eastbound 

 Beulah (CA 76.2): East of end of two main tracks 

3.2.9.1 Overview 

CSXT’s Peninsula Subdivision forms part of the original Chesapeake & Ohio main line (BBRR 

north of Richmond) between the Appalachian Mountains and the Atlantic Coast at Newport 

News. The line became an important conduit for transporting coal to Eastern consumer markets 

and tidewater export piers. Owing to the line’s tight curves and steep grades, Chesapeake & 

Ohio ultimately acquired a second route between the mountains and Richmond that followed 

the James River on a low-grade alignment. The two routes joined at Rivanna Junction near 

downtown Richmond. 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-26_PeninsulaSub_8.5x11_AltTech_BW.mxd | Last Updated: 10.27.2015

Figure 3-27

CSXT

Peninsula

Subdivision

Stafford

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§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial Imagery,

Microsoft Corporation

and its data suppliers

[ 0 0.75 1.5

Miles

@ 8.5 x 11 inches

Legend

(! CSXT Mileposts

!( CSXT Control Point

Exsiting Track

Virginia Rail Lines

I3 Amtrak Station

County/City Boundaries

[

1 inch = 1.5 miles

C i t y o f C i t y o f

R i c h m o n d R i c h m o n d

H e n r i c o C o u n t y H e n r i c o C o u n t y

H a n o v e r C o u n t y H a n o v e r C o u n t y

Buckingham

Branch

Railroad

S-Line
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-78 Alternatives Technical Report 

The CSXT Peninsula Subdivision, begins at AM Junction and runs east to Rivanna Junction, as a 

single-track line used primarily as CSXT’s only connecting track between its east-west (James 

River line and BBRR) and north-south routes (CSXT North End Subdivision [A-Line] and 

Bellwood Subdivision [S-Line]) in Richmond. From Rivanna Junction, the Peninsula 

Subdivision continues east as an alternating single- and double-track main line between 

Richmond and Newport News to the east and double-track James River line (Rivanna 

Subdivision) to the west. It is used primarily by coal trains headed between the James River line 

and the tidewater export piers, Northeast Regional (Virginia) passenger trains serving Newport 

News, and unit rock trains bound for stone yards. Just east of Rivanna Junction is Fulton Yard, 

where CSXT trains are staged or held for crew changes, locomotive run-arounds, helper 

attachments, or other rail activities depending on destination. 

CSXT uses its two former Chesapeake & Ohio main lines in a directional running operation for 

coal and other bulk trains between the Appalachian Mountains and Richmond. Loaded bulk 

trains operate from Clifton Forge east to Richmond on the low-grade James River line. Empty 

bulk trains cycle from Richmond back west to Clifton Forge on the BBRR, which has steeper 

grades. This operating pattern minimizes freight train delays caused by meets with opposing 

traffic on either single-track line. Exceptions to this general rule will occur, however, depending 

on CSXT traffic conditions and operating requirements. 

3.2.9.2 AM Junction 

AM Junction (CA 85.4) marks the west end of the Peninsula Subdivision, where it connects to 

CSXT’s Bellwood Subdivision (described in Sections 3.2.7 and 3.2.8). Although the Bellwood 

Subdivision has two main tracks in the vicinity of AM Junction, the connection with the 

Peninsula Subdivision can only be made to the easternmost Bellwood Subdivision main track 

(Track 2). There is no crossover at that point that would allow a train on Bellwood Subdivision 

Track 1 to access the Peninsula Subdivision. 

Less than 100 feet north of the connection where the Peninsula Sub joins the Bellwood Sub, 

another turnout exists for the connection to the BBRR. CSXT operates empty coal and bulk 

trains west on the Peninsula Subdivision to head west on the BBRR. Prior to the reconfiguration 

of AM Junction, the BBRR trackage was a continuation of the Peninsula Sub trackage and trains 

had a continuous uninterrupted route between the two lines. Today, however, these trains 

(controlled by the Peninsula Sub dispatcher between Newport News and AM Junction) must 

receive permission from the Bellwood Sub dispatcher to enter the Bellwood Sub at AM Junction 

to use that small section of trackage before exiting onto the BBRR. 

3.2.9.3 Main Street Station 

Less than a half-mile east of AM Junction, the Peninsula Subdivision curves through downtown 

Richmond on an elevated steel viaduct approximately a half-mile long that passes the east side 

of Main Street Station and ends at Rivanna Junction. The steel viaduct was built at the 

beginning of the twentieth century, concurrent with the construction of Main Street Station, and 

at one time held two main tracks. Today, there is only one track in place on the viaduct. At 

Main Street Station, the space on the viaduct once occupied by the second main track is now 

used for a platform to board and detrain Northeast Regional (Virginia) passengers. Rather than 

access the tracks from the train shed, passengers exit the headhouse and board from this new 

platform on top of the elevated rail viaduct. Two Northeast Regional (Virginia) daily round 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-79 Alternatives Technical Report 

trips, operating between Boston and Newport News, currently serve the historic station. 

Additional detail on Main Street Station is provided in Chapter 8. 

3.2.9.4 Rivanna Junction 

At Rivanna Junction (CA 84.5), the eastern end of CSXT’s James River line, called the Rivanna 

Subdivision, joins the Peninsula Subdivision. The junction is located atop an elevated steel 

viaduct. The Rivanna Subdivision passes through downtown Richmond on a double-track 

railroad steel viaduct. (It forms the top railroad of Richmond’s Triple Crossing.) At Rivanna 

Junction, the double track continues eastward as part of the Peninsula Subdivision. 

(Historically, when both the Peninsula Subdivision and Rivanna Subdivision were doubletracked, a specialized turnout component called a movable point frog7 existed at Rivanna 

Junction that allowed two of the main tracks to cross at grade on the viaduct.) Today, a single 

crossover allows trains using the single-tracked portion of the Peninsula Subdivision from AM 

Junction to use either main track east of Rivanna Junction. The elevated viaduct continues east 

for another half-mile to Coney Island (CA 84.0), where a rise in the land allows the Peninsula 

Subdivision to be on solid ground for approximately 200 feet. Another crossover, built in the 

opposite configuration of Rivanna Junction’s, is located at Coney Island. Then the double-track 

line continues east on another steel viaduct for approximately 0.6 miles to Nicholson Street (CA 

83.4), the western end of Fulton Yard. 

Northeast Regional (Virginia) passenger trains travelling between Main Street Station and 

Newport News are scheduled to meet in this double-track section east of Rivanna Junction. 

Because of the lack of multiple track and crossovers between Rivanna Junction and Staples Mill 

Road Station, if an eastbound Northeast Regional (Virginia) train from Richmond is delayed, 

the impact will cascade to the westbound Northeast Regional (Virginia) train it is scheduled to 

meet. Conflicts occur throughout the 8 miles of rail line between Rivanna Junction and Staples 

Mill Road Station, since only one train at a time can operate in this section, and must do so at 

slow speed. Particular chokepoints include the track configuration at AY interlocking, where 

only one train can cross at a time; the single-track S-Line between South AY and AM Junction, 

and the single-track connection to the Peninsula Sub at AM Junction. 

3.2.9.5 Fulton Yard 

Fulton Yard is located just east of downtown Richmond. The 12-track yard is approximately 2.6 

miles long and serves primarily as a staging point for bulk trains operating to and from the 

export piers at Newport News, located approximately 70 miles east of Richmond. Loaded coal 

trains bound for Newport News may be held for space at Fulton Yard. Empty bulk trains may 

be combined, reclassified, or held for space at Fulton Yard before returning to reloading points 

in the Appalachian Mountains (generally via the BBRR). Fulton Yard also provides a holding 

point for trains operating through Richmond that use the Peninsula Subdivision as a connecting 

track to reach CSXT’s north-south lines (the Bellwood Sub, North End Sub, and RF&P Sub). 

Fulton Yard is a crew change point for trains operating east or west on the Peninsula Sub, 

Rivanna Sub, or BBRR. Trains destined to operate north or south on the Bellwood, North End, 

or RF&P subdivisions (accessed via the Peninsula Sub connection with the Bellwood Sub at AM 

 

7 A frog is a device at the intersection of two running rails to permit the flange of a wheel moving along one rail to 

cross another rail. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-80 Alternatives Technical Report 

Junction) typically also receive a new crew at Fulton Yard, though that crew will likely be taxied 

down from Acca Yard, in accordance with labor union operating agreements. 

Fulton Yard is the base of operations for a round-the-clock pusher, which helps push loaded 

coal trains east on the Peninsula Sub up a steep 0.8 percent grade from Richmond to Beulah. 

The pushers also push westbound trains on the Peninsula Sub destined for the Bellwood 

Subdivision (S-Line) or North End Subdivision (A-Line); these trains encounter grades of 

approximately 1 percent on the Peninsula and Bellwood Subs between Rivanna Junction and 

Acca Yard. 

Fulton Yard is located in between the Peninsula Subdivision’s two main tracks. However, only 

one of the main tracks (Track 2) is signaled for movement in both directions. The northern of the 

main tracks, Track 1, is only signaled for westbound movement (i.e., movement with the 

current of traffic). Any train moving eastbound on Track 1 (against the current of traffic) must 

call the train dispatcher to receive verbal authorization and a signal indication before 

proceeding. 

This signaling configuration has the potential to affect Northeast Regional (Virginia) passenger 

train movements. Northeast Regional (Virginia) trains are currently scheduled to meet twice a 

day on the double-track section of the Peninsula Sub between Rivanna Junction and Beulah. 

Without having both main tracks signaled in both directions, a meet between passenger trains, 

or a conflict between passenger and freight trains in the vicinity of Fulton Yard, may require the 

eastbound passenger train to slow down or stop in order to receive permission to move 

eastward on Track 1 past Fulton Yard. 

3.2.9.6 Darbytown and Fort Lee 

Darbytown (CA 80.8) is the eastern limit of Fulton Yard. A crossover exists that allows 

eastbound trains confined only to Track 2 past Fulton Yard to continue operation on Track 1 

east of that point. East of Darbytown, the Peninsula Subdivision is lined with railroad freight 

customers on both the north and south side of the alignment as far east as Fort Lee (CA 78.3), by 

the Richmond airport. Fort Lee also contains a crossover that allows eastbound trains to switch 

from Track 2 to Track 1. 

3.2.9.7 Beulah 

At Beulah interlocking (CA 76.2), the two-track Peninsula Subdivision from Richmond 

continues east toward Newport News as a single-track main line. The next opportunity for 

trains to pass east of Beulah is the controlled siding at Providence Forge, approximately 15 

miles to the east. 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-81 Alternatives Technical Report 

3.2.10 Buckingham Branch Railroad: AM Junction in Richmond, VA-Doswell, VA 

Owner/Operator: BBRR 

Subdivision Route/Mileage: AM Junction (85.5)-Doswell (111.8) (Figure 3-28) 

Distance: 26.3 miles 

Line Heritage: Chesapeake & Ohio Railroad 

Number of Main Tracks: One main track with passing sidings 

Maximum Allowable Speed-Passenger: 25 mph 

Maximum Allowable Speed-Freight: 25 mph 

Limiting Passenger Speed: 25 mph 

Signals: None 

Operational Authority: Track Warrant Control (TWC); Interlocking Limits at Doswell 

Maximum Allowable Gross Weight: 286,000 lbs. 

Clearances: n/a 

Trains per Day: 

 0 Passenger (Amtrak) 

 1-10 Freight (CSXT, BBRR) 

3.2.10.1 Overview 

The BBRR is a short line that leases from CSXT and operates a 200-mile rail line between 

Richmond and Clifton Forge. The eastern segment of the route is called the Piedmont 

Subdivision, running from AM Junction (MP 85.5) in Richmond across CSXT’s RF&P 

Subdivision at Doswell to control point Bob (MP 159.3) near Gordonsville. BBRR operates local 

freight trains over the line to serve local freight shippers. CSXT has trackage rights on BBRR and 

operates bulk freights over the line with its own crews as needed. These trains are primarily 

empty coal, grain, and sulfur trains operating from Richmond west to Clifton Forge, where the 

trains will continue west on CSXT trackage to locations for reloading. (Routing westbound 

empty trains over the BBRR back to Clifton Forge keep the trains out of the way of loaded 

eastbound bulk trains, which use CSXT’s single-track, low-grade James River line between 

Clifton Forge and Richmond.) CSXT also operates loaded bulk trains of stone on the BBRR from 

a quarry near Doswell east to receiving points on the Peninsula Subdivision between Richmond 

and Newport News. The volume of CSXT trains operating on the BBRR varies by day, 

depending on CSXT operational requirements, but can typically range between four and seven 

trains per day. 

The BBRR is a low-speed (25 mph), single-track railroad with passing sidings less than a mile in 

length. The line between Richmond and Doswell also has a multitude of tight curves between 2 

and 5 degrees, and grades as steep as 1.3 percent. The railroad is not signaled. Trains must 

receive verbal permission from the train dispatcher before operating over BBRR trackage. 

 
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(CA 76.2)

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Yard

Fulton

Yard

Ashland

Station

Main Street

Station

Staples

Mill Road

Station

CA 091

CFP 008

CA 097

CFP 017

ARN 002

CA 094

CFP 005

CFP 025

CA 088

CFP 023

CA 085

CFP 002

CA 100

CA 106

CA 103

CFP 020

CFP 011

CFP 014

CA 109

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_3-27_BBRR_8.5x11_AltTech_v2_BC.mxd | Last Updated: 10.27.2015

Figure 3-28

Buckingham

Branch Railroad:

AM Junction to

Doswell

Stafford

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: ESRI

Topographic Map, 2015.

[

@ 8.5 x 11 inches

[

C i t y o f C i t y o f 

R i c h m o n d R i c h m o n d

H e n r i c o H e n r i c o

C o u n t y C o u n t y

H a n o v e r H a n o v e r

C o u n t y C o u n t y

C a r o l i n e C a r o l i n e

C o u n t y C o u n t y

K i n g K i n g

W i l l i a m W i l l i a m

C o u n t y C o u n t y

Doswell

Diamond

Atlee Siding

Rich Siding

0 1.5 3

Miles

1 inch = 3 miles

Legend

Buckingham Branch

Railroad

!( CSXT Control Point

(! CSXT Mileposts

Existing Track

I3 Amtrak Station

County/City

Boundaries
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-83 Alternatives Technical Report 

West of Gordonsville (outside of the DC2RVA project area), Amtrak’s long distance Cardinal 

between New York and Chicago operates on the BBRR as far as Clifton Forge. This passenger 

train operates three days per week in each direction, traversing the BBRR on Sunday, 

Wednesday, and Friday. The two passenger trains are scheduled to meet on BBRR trackage. 

Because of the BBRR’s short siding lengths, passenger trains must operate through the sidings 

while long CSXT bulk freights hold the main, an operating condition that has the potential to 

lengthen the running time of the passenger trains and cause delays. In addition, BBRR needs to 

keep a siding clear for the meet between opposing Amtrak trains. As a result, BBRR will often 

hold freight trains east of Gordonsville until both passenger trains have cleared. This practice 

has the potential to produce cascading delays for freight trains on the BBRR as far east as 

Doswell or Richmond. 

3.2.10.2 AM Junction 

AM Junction (MP 85.5) in Richmond is the eastern boundary of the BBRR. The BBRR begins at a 

turnout with CSXT’s Bellwood Subdivision Track 2. The straight, or “normal,” move for this 

turnout is lined from the Bellwood Sub onto the BBRR going north; trains that want to continue 

north on the Bellwood Sub, including Amtrak trains, must take the diverging move. 

CSXT trains entering the BBRR at AM Junction will have previously received a new crew and 

received permission to proceed onto the BBRR from the BBRR dispatcher. BBRR local freights 

operate as fareast as Ruffin siding (MP 88.5), located approximately 3 miles west of AM 

Junction. Ruffin siding is 945 feet long and used by BBRR local freights working the Fairground 

Industry Track. 

3.2.10.3 Rich and Atlee Sidings 

Rich and Atlee are two sidings located one mile apart. Rich siding (MP 92.4) is 2,090 feet long 

and used by BBRR local freights to hold cars while switching the Rich Industry Track and the 

Richmond Times Dispatch printing plant. Atlee siding (MP 94.0) is 3,670 feet long and used for 

trains to pass. Atlee siding is a common location where a loaded eastbound stone train will 

meet an empty CSXT bulk train operating west. 

3.2.10.4 Doswell Diamond Crossing 

At Doswell (MP 111.8), the BBRR crosses CSXT’s RF&P Subdivision at grade on a diamond. 

Track speed across the diamond on the BBRR is 25 mph (north south traffic on the RF&P 

subdivision travels at 60 mph for passenger trains and 40 mph for freight trains). CSXT controls 

the diamond, and trains on the BBRR must radio the CSXT RF&P Subdivision dispatcher to 

receive permission to proceed across it. There are connection tracks in the northwest and 

southwest quadrants of the diamond between the BBRR main line and the CSXT RF&P 

Subdivision. The northwest quadrant track is used by empty coal trains from the Sealston 

power plant on the Dahlgren Branch headed west on the BBRR to the Appalachian Mountains 

for reloading. 

BBRR has a local freight yard just west of the diamond, and also serves several rail shippers in 

the immediate vicinity, including a bentonite transload facility adjacent to the yard. BBRR bases 

two local freights at the Doswell yard, each operating Monday through Friday. One freight train 

switches customers between Doswell and Ruffin siding in Richmond; the other freight operates 

west to Gordonsville, where it exchanges cars with a local freight based at Staunton, VA. BBRR 

also interchanges cars with CSXT at Doswell, on a set of tracks paralleling the RF&P Sub north 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-84 Alternatives Technical Report 

of the diamond. BBRR uses the historic Doswell Union Station (built circa 1928) as an office to 

support the yard and other operations and maintenance activities on its leased CSXT trackage. 

Just north of the diamond Doswell Road crosses the tracks to access the community of Doswell 

on the east side of the rail line. 

3.3 ENVIRONMENTAL CONDITIONS 

Data on existing infrastructure, land use, environmental resources and characteristics, historic 

resources, topography, and socio-economic characteristics were collected from state agencies, 

federal agencies, and state and local governments to establish a baseline for known existing 

conditions within the corridor. After compiling GIS data from a multitude of sources, data 

layers were edited and processed for use in developing maps showing the corridor and its 

resources and conditions. Data layers were converted to computer aided design software (CAD) 

for use in developing potential rail alignments and other rail infrastructure improvements. In 

addition, geoprocessing models were developed to assist in determining reasonable and 

feasible alignments to carry forward in the alternatives development and screening process. The 

software used to process the information was ESRI’s ArcGIS for Desktop Advanced, current 

version 10.3. 

GIS data layers were collected from organizations in the federal, state, and local sectors, as well 

as private sources. The data outlined in this section were requested, provided, and/or 

downloaded from the following sources: 

 CSXT 

 FRA 

 United States Environmental Protection Agency (EPA) 

 Federal Emergency Management Agency (FEMA) 

 United States Census Bureau 

 United States Geological Survey (USGS) 

 Bureau of Transportation Services 

 National Oceanic and Atmospheric Administration (NOAA) 

 National Wetlands Inventory (NWI) 

 The Nature Conservancy (TNC) 

 Virginia Department of Conservation and Recreation (VDCR) 

 Virginia Department of Game and Inland Fisheries (VDGIF) 

 Virginia Department of Forestry (VDOF) 

 Virginia Department of Transportation (VDOT), including its Comprehensive Data and 

Reporting System (CEDAR) 

 Virginia Economic Development Partnership (VEDP) 

 Virginia Geographic Information Network (VGIN), Virginia Base Mapping Program 

(VBMP) 

 Washington Metropolitan Area Transit Authority (WMATA) 
EXISTING RAIL CONDITIONS 

D.C. to Richmond Southeast High Speed Rail 3-85 Alternatives Technical Report 

 Twelve municipalities: Arlington County, City of Alexandria, Fairfax County, Prince 

William County, Stafford County, City of Fredericksburg, Spotsylvania County, 

Caroline County, Hanover County, Henrico County, City of Richmond, and Chesterfield 

County. 

This collection of data was assembled to create the existing conditions layers to be used in 

developing and screening potential rail alignments and other improvements, and to identify 

sensitive resources to be avoided, and/or as a baseline to determine potential impacts of 

alternate alignments. The data acquired/obtained details of various resources within the 

DC2RVA corridor. A full list of the organizations that provided data and the accompanying 

data layers and details are included in Appendix B. 
D.C. to Richmond Southeast High Speed Rail 4-1 Alternatives Technical Report

 PREVIOUS STUDIES AND DESIGNS 

The following provides an overview of some of the previous and ongoing rail planning studies 

in the Washington, D.C. to Richmond Southeast High Speed Rail (DC2RVA) corridor and 

adjacent sections of the larger Southeast High Speed Rail (SEHSR) corridor. The following 

section documents the National Environmental Policy Act (NEPA) status of different areas of 

the SEHSR and the current plans and projects underway in the area. A detailed list of previous 

and ongoing studies reviewed for the DC2RVA project is provided as Appendix D. 

4.1 SEHSR AND NEPA STATUS 

In 1991 the Intermodal Surface Transportation Efficiency Act (ISTEA) permitted Congress to 

authorize the United States Department of Transportation (U.S. DOT) to designate the original 

five High Speed Rail (HSR) corridors, which included the SEHSR corridor. In 1992, the Federal 

Railroad Administration (FRA) initially designated the SEHSR corridor to extend from 

Washington, D. C. to Charlotte, North Carolina via Richmond, Virginia and Raleigh, North 

Carolina. The U.S. DOT designated an extension of the SEHSR from Richmond to Hampton 

Roads in 1996. In 1998, the U.S. DOT further extended the corridor into South Carolina, Georgia, 

and Florida. Further extensions in 2000 added corridor connections in Georgia and Florida. 

FRA, in partnership with Virginia and North Carolina, initiated a Tier I Environmental Impact 

Statement (EIS) for the section of the SEHSR corridor from Washington, D.C. to Charlotte, NC 

in 1999, for which FRA completed a Final EIS and issued a Record of Decision (ROD) in 2002. 

The Tier I EIS selected an incremental approach to develop the SEHSR between Washington, 

D.C. and Charlotte, NC which is inclusive of the DC2RVA corridor. Key elements of the 

selected incremental approach are: 

 Upgrade existing rail corridors (instead of developing new corridors). 

 Utilize fossil-fuel burning equipment rather than electric-powered equipment. 

 Add service as market demand increases and/or when funding is available. 

The incremental approach seeks to minimize cost and potential impacts to the environment by 

utilizing existing railroad tracks and rail rights-of-way as much as possible. The components of 

the SEHSR corridor, shown in Figure 2-1, are in different stages of the planning and NEPA 

process based on need and funding. The following summary lists the status of major 

components of the SEHSR corridor: 

 Washington, D.C. to Charlotte, NC 

– Tier I Final EIS and ROD completed in 2002 

– Richmond to Raleigh Tier II Final EIS signed in September 2015; ROD anticipated 

in 2016 

4
PREVIOUS STUDIES AND DESIGNS

D.C. to Richmond Southeast High Speed Rail 4-2 Alternatives Technical Report

– Washington, D.C. to Richmond Tier II Final EIS and ROD anticipated in 2017 

 Richmond, VA to Hampton Roads, VA 

– Tier I Final EIS and ROD completed in 2012 

 Raleigh, NC to Charlotte, NC 

– FRA, in partnership with the North Carolina Department of Transportation 

(NCDOT), has completed multiple Tier II level environmental reviews for 

individual projects along the section of the SEHSR corridor between Raleigh and 

Charlotte. In total, these projects will increase passenger service to five daily 

round trips on this section of the corridor along with improved safety, reliability, 

and upgraded facilities. 

 Charlotte, NC to Atlanta, GA to Jacksonville, FL 

– The Georgia Department of Transportation (GDOT) is leading a study to extend 

high speed rail into Georgia. The Charlotte to Atlanta Passenger Rail Corridor 

Investment Plan is being conducted in tiers. The Tier I EIS identifies potential 

corridor route alternatives, station locations, and levels of service. The Charlotte 

to Atlanta Final Tier I EIS and ROD are anticipated to be completed in 2017. 

– In 1998, the U.S. DOT extended the SEHSR corridor from Atlanta, GA through 

Macon, GA to Jacksonville, FL. FRA, in partnership with GDOT, completed a 

feasibility study for this section of the corridor in 20121. 

– In 1998, U.S. DOT extended the SEHSR corridor from Raleigh to Columbia to 

Savannah to Jacksonville. This section of the corridor has not yet been studied. 

4.2 WASHINGTON, D.C. TO RICHMOND SOUTHEAST HIGH SPEED 

RAIL CORRIDOR SECTION 

Over the past two decades, various passenger and freight rail studies and improvement projects 

have been completed for the Virginia sections of the SEHSR corridor above and beyond the 

NEPA documentation described above. These addressed rebuilding aging infrastructure; 

accommodating demand; increasing connectivity and capacity; and improving service to 

provide a better and more reliable freight/passenger rail system. A timeline of the previous 

corridor studies and other actions which included the Washington, D.C. to Richmond rail 

section is as follows: 

 1994—Virginia, North Carolina, South Carolina, and Georgia formed a four-state 

coalition (Southeast Rail Coalition) to facilitate the development of the SEHSR corridor. 

 1996—The Virginia Department of Rail and Public Transportation (DRPT) conducted an 

initial concept and feasibility study addressing the feasibility of implementing fast, 

frequent, and reliable passenger rail service in the Washington, D.C. to Richmond 

section of the SEHSR corridor. 

 

1 Georgia Department of Transportation—High Speed Rail Planning Services, Final Report. March, 2012. 
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D.C. to Richmond Southeast High Speed Rail 4-3 Alternatives Technical Report

 1998—FRA, the Federal Highway Administration (FHWA), DRPT, and NCDOT signed a 

Memorandum of Understanding to jointly develop environmental documentation (Tier I 

EIS) for the SEHSR in Virginia and North Carolina. 

 1999—FRA and Amtrak conducted an operational analysis and preliminary engineering 

study, submitted to Congress in May 1999. The operational analysis evaluated then 

current facilities, services and operating conditions, and simulated the performance of 

future services over multiple configurations of infrastructure improvements. The study 

resulted in a set of recommended necessary improvements that would enable the 

Washington, D.C. to Richmond corridor to reliably accommodate the mix and volume of 

higher speed intercity passenger, commuter, and freight services that the line’s operators 

(CSX Transportation [CSXT], Amtrak, and Virginia Railway Express [VRE]) and public 

partners (FRA and DRPT) envisioned for 2015. 

 2002—FRA and FHWA completed the SEHSR Washington, D.C. to Charlotte, NC Tier I 

EIS and jointly issued the ROD. 

 2003—DRPT completed the Richmond Area Rail Master Plan—Phase I document in which 

near-term improvements were identified supporting the redirection of passenger trains 

terminating at Staples Mill Road Station to a refurbished Main Street Station in 

downtown Richmond. Several earlier studies formed the basis of the document, 

including the range of proposed improvements that was identified by Amtrak in the 

May 1999 Report to Congress titled the “Potential Improvements to the Washington—

Richmond Railroad Corridor,” and considered to be a living document that would 

continue to evolve over time. At about the same time, the “Interim Phase Improvements—

Staples Mill Rd. Station to Main Street Station” and “Final Phase Improvements—Staples Mill 

Rd. Station to Centralia” reports were prepared by FRA. Both of these reports identified 

potential improvements required to support various levels of future passenger and 

freight traffic in the Washington, D.C. to Richmond rail corridor, and more specifically, 

within the metro Richmond area. 

 2004—DRPT conducted a Third Track Conceptual Location Study in which a third main 

line track was proposed for the 92.7-mile-long corridor between the Richmond Staples 

Mill Road Station and the Ravensworth Interlocking, a crossover between main line 

tracks that is located south of Franconia in the Northern Virginia suburbs of 

Washington, D.C. Additionally, DRPT released the Virginia Statewide Rail Plan. 

 2005—In 2005, the Virginia General Assembly created the Rail Enhancement Fund and 

dedicated 3 percent of the 10 percent tax on car rentals to finance rail infrastructure and 

Amtrak operations that expand service within Virginia. Since then, Virginia has invested 

public funds to upgrade privately owned rail lines in order to increase the competitive 

status of its ports, to reduce truck traffic on state highways, and to increase passenger 

rail service capacity. All Rail Enhancement Fund investments must meet a public benefit 

test showing a return on the investment of public funds and require a minimum of 30% 

matched funds from non-state sources. 

 2006—DRPT conducted a more detailed Third Track Feasibility Study in which an 8.1-

mile-long rail corridor connecting Richmond’s Main Street Station to Staples Mill Road 

Station via Acca Yard was studied in conjunction with the 92.7-mile-long corridor of the 
PREVIOUS STUDIES AND DESIGNS

D.C. to Richmond Southeast High Speed Rail 4-4 Alternatives Technical Report

previous (2004) study. This study, like the 2004 Third Track Conceptual Location Study, did 

not include parts of the corridor through Fredericksburg and Ashland, VA. 

 2008—On May 3, 2008, FRA issued a Finding of Infeasibility from the Americans with 

Disabilities Act, and waived the requirements for level boarding passenger platforms at 

Main Street Station. 

 2008—The Passenger Rail Investment and Improvement Act (PRIIA) established the 

initial guidance for the high speed rail corridors throughout the United States. In 

January 2008, Amtrak published its short-term action plan, Part I for Advancing Passenger 

Rail in the Commonwealth of Virginia. Additionally, DRPT released the updated rail plan 

Virginia Statewide Rail Plan and a Rail Resource Allocation Plan in July 2008. 

 2009—On May 29, 2009, FRA issued a letter to DRPT stating that it had considered but 

dismissed the Buckingham Branch Route between Doswell, VA and Main Street Station 

from further consideration for passenger service in the SEHSR corridor. 

 2009—Virginia and Amtrak partnered to provide state-subsidized regional intercity 

passenger rail service under the name “Amtrak Virginia,” also referred to as Northeast 

Regional (Virginia) in the DC2RVA project. Amtrak Virginia assumed responsibility for 

five Amtrak Northeast Regional trains traveling the Project corridor from Washington, 

D.C. to Richmond (Staples Mill Road Station). Two of these Northeast Regional 

(Virginia) trains continued to Richmond’s Main Street Station and on to Newport News. 

In 2010, this partnership introduced the following three new Northeast Regional service 

expansions by extending trains that had previously terminated at Union Station in 

Washington, D.C. south to Virginia, including: 

– One round-trip extending to Lynchburg, VA 

– A new round-trip extending to Richmond Staples Mill Road Station 

– A future extension of one round-trip train from Richmond to Norfolk 

(implemented in 2012) 

 2009—As part of the SEHSR program, DRPT conducted a comprehensive study of the 

Virginia I-95 High Speed Rail Corridor and formulated a Service Development Plan. 

 2010—Amtrak completed the NEC Infrastructure Master Plan that identified investment 

needed to maintain the current Amtrak Northeast Corridor (NEC) system so that it 

could be easily integrated into future freight/passenger service plans. 

 2010—Amtrak presented a high speed rail concept for the NEC - A Vision of High-Speed 

Rail in the Northeast Corridor (the 2010 HSR Vision). 

 2011—The Virginia-North Carolina High Speed Rail Compact was authorized by 

Congress and established through legislation enacted by the Virginia and North 

Carolina General Assemblies. The purpose of the Compact is to examine and discuss 

strategies to advance multi-state high speed rail initiatives. The development of the 

SEHSR corridor is the primary multi-state high speed rail initiative advanced by the 

Compact. 

 2011—Virginia’s General Assembly established the Intercity Passenger Rail Operating 

and Capital Fund, providing a mechanism for the Commonwealth Transportation Board 

(CTB) and General Assembly to allocate transportation funds to intercity passenger rail 

operations and development projects. 
PREVIOUS STUDIES AND DESIGNS

D.C. to Richmond Southeast High Speed Rail 4-5 Alternatives Technical Report

 2011—On September 23, 2011, FRA and DRPT executed Grant/Cooperative Agreement 

No. FR-HSR-0093-11-01-00, which allotted $44,308,000 in federal funding to develop a 

Tier II EIS and conduct preliminary engineering for the DC2RVA project. This grant was 

supplemented by $11,077,000 in state matching funds, including $8,101,000 from DRPT 

and $2,976,000 from CSXT. 

 2012—FRA initiated a NEC comprehensive planning effort to study, assess, and 

prioritize the investments in the NEC from Washington, D.C. to Boston. The NEC 

FUTURE Tier I EIS and Service Development Plan are to be completed in 2016. In July 

2012, Amtrak also released its plans for the NEC, The Amtrak Vision for the Northeast 

Corridor—2012 Update Report. 

 2012—DRPT joined with CSXT in a Joint Corridor Planning and Investment Agreement 

to promote planning for high speed intercity passenger rail in the Washington, D.C. to 

Richmond corridor. The Agreement calls for CSXT to invest no less than $15 million in 

projects that benefit high speed intercity passenger rail in the corridor, including 

improvements to track, signals and communications, and other infrastructure. The 

Agreement stands in addition to various other agreements between CSXT and the 

Commonwealth of Virginia regarding state funded freight and passenger rail 

improvements and commitments, and among CSXT, the Commonwealth of Virginia, 

and the Potomac and Rappahannock Transportation Commission and the Northern 

Virginia Transportation Commission pertaining to VRE’s commuter operations. 

 2013—DRPT updated Virginia’s Statewide Rail Plan that identified passenger and freight 

rail improvements within this corridor along with various other corridors. An 

accompanying Virginia Rail Resource Allocation Plan was also released. 

DRPT maintains a framework agreement with CSXT that defines the organizations’ respective 

roles and responsibilities in developing and improving the efficiency of CSXT-owned rail lines 

in Virginia. Through various state rail improvement programs, such as Virginia’s Rail 

Enhancement Fund, DRPT and CSXT continue to advance incremental capacity improvements 

along the Project corridor and other CSXT-owned rail lines to improve intercity passenger, 

commuter and freight service. 

In addition to the high speed intercity passenger rail studies and projects listed above, DRPT, 

working with FRA, CSXT, Norfolk Southern (NS), VRE, Amtrak, and others, has also completed 

several track and system upgrades to address system bottlenecks and improve passenger rail 

service along the corridor in recent years, including 

 Adding a double-track rail bridge over Quantico Creek. 

 Adding a third track between Virginia Avenue and 10th Street in Washington, D.C. and 

between rail points SRO (Crystal City) to RO (Potomac River), AF (Alexandria) to RW 

(Ravensworth), and FB (Fredericksburg) to XR (Crossroads) in Virginia. 

 Adding crossovers at Arkendale and Elmont in Virginia. 

DRPT, in cooperation with the Virginia Department of Transportation (VDOT), has been 

working to improve safety at crossings by constructing highway and pedestrian bridges over 

rail lines; expanding the use of protection devices at private crossings; and installing constant 

warning time protection devices. Section 1103(c) of the Transportation Efficiency Act for the 
PREVIOUS STUDIES AND DESIGNS

D.C. to Richmond Southeast High Speed Rail 4-6 Alternatives Technical Report

21st Century (TEA-21) provided funds to improve highway-rail crossings and accommodate 

high speed rail in designated high speed rail corridors, including the SEHSR corridor. 

4.3 RICHMOND TO RALEIGH SOUTHEAST HIGH SPEED RAIL 

CORRIDOR SECTION 

A Tier II Final EIS for the Richmond to Raleigh section of the SEHSR corridor was signed by 

FRA in September 2015. It is anticipated that FRA will issue the ROD for the Final EIS in 2016, 

and that it will identify specific improvements to the Richmond to Raleigh corridor in support 

of the earlier SEHSR Tier I EIS. The corridor studied in the Richmond to Raleigh Tier II EIS 

overlaps with that of the Washington, D.C. to Richmond Tier II EIS, for 11 miles along the CSXT 

S-Line from Centralia in Chesterfield County north to Main Street Station in Richmond, which 

is the designated northern terminus for the Richmond to Raleigh study. The Richmond to 

Raleigh section will achieve maximum operating speeds up to 110 mph between Petersburg, 

VA and Norlina, NC on dedicated right-of-way. 

4.4 RICHMOND TO HAMPTON ROADS SOUTHEAST HIGH SPEED 

RAIL CORRIDOR SECTION 

In 2012, FRA, in partnership with DRPT, completed a Tier I EIS and ROD for the Richmond to 

Hampton Roads Passenger Rail Project, defining the route and service for the extension of the 

SEHSR corridor from Richmond Main Street Station south and east to Hampton Roads. The 

preferred alternative endorsed by FRA, DRPT, and the CTB would provide higher-speed 

passenger rail service from Richmond Main Street Station to the south side of Hampton Roads 

(Richmond to Norfolk) while improving conventional speed passenger rail service on the 

Peninsula (Richmond to Newport News). The Richmond to Norfolk higher speed service would 

utilize the CSXT S-Line from the west side of Main Street Station south for 10.9 miles to 

Centralia, where it would join the CSXT A-Line for 16 miles through Petersburg to a junction 

with the east-west NS line to Norfolk. The Richmond to Norfolk section will achieve maximum 

operating speeds up to 90 mph. The Richmond to Newport News conventional service would 

follow the existing route for Northeast Regional (Virginia) to Newport News at speeds up to 79 

mph, which utilizes CSXT tracks (Peninsula Subdivision) from the east side of Main Street 

Station through Fulton Yard to Newport News. 

In 2012, Amtrak Virginia initiated conventional speed passenger service from Richmond Staples 

Mill Road Station to Norfolk, which runs from Staples Mill Road Station south through Acca 

Yard and then along CSXT’s A-Line to Centralia and on to Petersburg, and then east along NS’s 

Norfolk District line from Petersburg to Norfolk. 

4.5 NORTHEAST CORRIDOR FUTURE PLANS 

In August 2015, the FRA released the NEC FUTURE Tier I EIS Alternatives Report that outlines 

the No Action and Action Alternatives that will be presented in the NEC Futures Tier I Draft 

EIS, completed at the conclusion of 2015. The NEC FUTURE Tier I EIS Alternatives Report

includes analysis of travel markets, conceptual service plans, ridership modeling, and cost 

estimating, in addition to extensive responses from the public, agencies, and railroad 

stakeholders. The NEC FUTURE Final Tier I EIS and Service Development Plan are expected to 

be completed in 2016. 
PREVIOUS STUDIES AND DESIGNS

D.C. to Richmond Southeast High Speed Rail 4-7 Alternatives Technical Report

In July 2012, Amtrak also released its plans for the NEC, The Amtrak Vision for the Northeast 

Corridor—2012 Update Report. 

4.6 VIRGINIA AVENUE TUNNEL 

In June of 2014, the District of Columbia Department of Transportation (DDOT) and FHWA 

prepared a Final EIS for the re-construction of the Virginia Avenue Tunnel in Washington, D.C., 

for which FHWA issued a ROD for the project in November of 2014. The purpose of the project 

is two-fold; first, to provide CSXT with the ability to operate double-stack intermodal container 

freight trains on CSXT’s National Gateway, and second, to eliminate a chokepoint caused by the 

Virginia Avenue Tunnel’s single track. Owned and maintained by CSXT, the tunnel is located in 

southeast Washington, D.C. beneath the eastbound lanes of Virginia Avenue. The existing 

tunnel is approximately 4,000 feet long, contains a single railroad track, lacks sufficient vertical 

clearance for double-stack freight, and is more than 100-years old. The project will also reestablish a second set of tracks (the tunnel was originally constructed with two tracks), 

eliminating a chokepoint that currently delays all trains traveling through the Washington 

region, including passenger trains on the DC2RVA corridor. 

In May 2015, CSXT began the major construction phase of the Virginia Avenue Tunnel Project. 

Construction activities to date include obtaining the proper permits, conducting 

preconstruction surveys and inspections, installing erosion and sediment control measures, 

relocation of utility infrastructure, mobilizing construction staging area, securing the 

construction site by temporarily closing Virginia Avenue and installing fencing, and building 

supports for a temporary retaining wall necessary to construct the permanent tunnel elements. 

4.7 LONG BRIDGE 

DDOT, in partnership with FRA, prepared the Long Bridge Study to determine the feasibility of 

alternative options for expanding or replacing Long Bridge, CSXT’s double-track rail bridge 

that carries freight, Amtrak and VRE service across the Potomac River from Washington, D.C. 

into Arlington, VA. The Long Bridge Study considered improvements to rail infrastructure from 

L’Enfant Interlocking in Washington, D.C. across the Potomac River to RO Interlocking in 

Arlington, a major consideration being whether to replace or rebuild the Long Bridge. The Long 

Bridge Study (Phase I) was completed in May 2015. Most of the project alternatives that 

advanced through initial screening recommended placing four tracks across the Potomac River, 

either by building a new four-track bridge or a new two-track bridge while keeping the existing 

bridge in service. DDOT is currently conducting Phase II of the Long Bridge study to develop 

additional baseline data, including integrating the 2040 service plans of all the bridge users, and 

further screening the eight alternatives that were presented in Phase I. The Phase II “pre-NEPA” 

study will be used to draft a scope of work for the planned NEPA evaluation of project 

alternatives. DDOT in conjunction with FRA, DRPT, VRE, CSXT, and other stakeholders has 

begun the NEPA evaluation of expanding or replacing Long Bridge in 2016. 

4.8 WASHINGTON UNION STATION MASTER PLAN 

In July 2012, Amtrak and other stakeholders, including the Union Station Redevelopment 

Corporation (USRC), U.S. DOT, Maryland Transit Administration (MTA), DRPT, and the 

Washington Metropolitan Area Transit Authority (WMATA), developed a Master Plan that 
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D.C. to Richmond Southeast High Speed Rail 4-8 Alternatives Technical Report

addresses existing deficiencies and future growth. The Master Plan envisions a phased 

construction effort to be implemented over a 15 to 20 year period, so as to minimize disruption 

to station users and surrounding neighborhoods. 

The August 2015 Master Plan Concept Comparison Analysis and Report presented three master 

plan concepts. All three concepts meet Amtrak’s anticipated needs for 2030 to varying degrees; 

the major concepts include relieving both passenger and train congestion, reconstruction of the 

rail yard to include new tracks and platforms, and renovation and expansion of existing tracks 

and platforms. A NEPA evaluation of project alternatives, led by FRA in conjunction with 

USRC and other stakeholders, is anticipated to begin in 2016. 

Construction will be implemented in four phases: 

 Phase 1 includes early action projects to facilitate subsequent construction phases and 

relieve existing passenger and train congestion and significant improvements to 

Concourse A. 

 Phase 2 includes reconstruction of the east side of the rail yard, providing all new tracks, 

platforms (with two new tracks added), new passenger concourses, and replacement 

parking below. 

 Phase 3 includes the renovation of the west side of the rail yard, including the terminal 

stub end tracks and construction of the train shed that will be the centerpiece of the 

passenger experience and the urban development above. 

 Phase 4 provides for further expanded tracks and platforms on a lower level and the 

creation of a new Amtrak lower level concourse. 

4.9 VIRGINIA RAILWAY EXPRESS CAPITAL IMPROVEMENTS 

4.9.1 3rd Track Project, Hamilton to Crossroads 

The Hamilton to Crossroads VRE third track project on the CSXT right-of-way was constructed 

from the VRE Crossroads Yard north to Hamilton in 2015. This project involved the installation 

of approximately 2.5 miles of third track and a longer yard lead to accommodate the VRE 

Spotsylvania Train Station that opened in November 2015. 

4.9.2 New Spotsylvania Station 

VRE constructed a new station in Spotsylvania, Virginia. The station opened in November 2015. 

The new terminal extends VRE service south of Fredericksburg to potentially draw several 

hundred new riders, and will include the addition of a new train on VRE’s Fredericksburg Line. 

The new Spotsylvania station is located on the lead track to the VRE Crossroads Yard, which is 

parallel to but separate from the CSXT main line tracks. 

4.9.3 New Potomac Shores Station 

VRE is finishing the design phase for the Potomac Shores Station project, which will be located 

at CFP 82.6 on the CSXT main line. The Potomac Shores Station is intended to serve a new 

transit-oriented development by California-based developer SunCal. Construction of the 

Potomac Shores station is anticipated to begin in 2016. SunCal will cover half of the cost of the 
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D.C. to Richmond Southeast High Speed Rail 4-9 Alternatives Technical Report

construction and public monies from the Rail Enhancement Fund will cover the other half. The 

new station service was made possible as a result of the Arkendale to Powells Creek Third 

Track project (see Section 4.15) 

4.9.4 Station Assessments (Penta Platforms Project) 

VRE is conducting preliminary station assessments for station improvements at five stations on 

the Fredericksburg line. The stations included in VRE’s study are: Lorton, Rippon, Quantico, 

Brooke, and Leeland Road stations. Proposed improvements in the assessment include 

recommendations for: extending platforms, placing island platforms, providing for ADA access 

to the platforms, preferred side for a third track, and ways to integrate the stations with existing 

or proposed development in the surrounding areas. 

4.10 RICHMOND’S BUS RAPID TRANSIT 

In partnership with the U.S. DOT, DRPT, the City of Richmond, and Henrico County, are 

continuing activities with the Greater Richmond Transit Company (GRTC) to implement the 

GRTC Pulse Bus Rapid Transit (BRT) project. The BRT project is currently in the design phase 

and is anticipated to open to the public in 2018. It will use a mix of dedicated curbside bus lanes 

and a median busway through the busiest sections of the central city, with mixed-traffic 

operation on either end. The planned route will include stops in front of Main Street Station and 

the Virginia Science Museum (housed in the historic Union Station on Broad Street). It is 

projected that the BRT line will carry approximately 3,300 riders per day. 

4.11 TRI-CITIES AREA MULTIMODAL STATION STUDY 

The Tri-Cities Area Metropolitan Planning Organization and the Crater Planning District 

Commission completed a Tri-Cities Area Multimodal Station Study in August 2012 and are now 

in the process of performing a NEPA study to select a location for a Tri-Cities Area Multimodal 

Passenger Station. The Tri-Cities station location recommendation and a draft Environmental 

Assessment are anticipated to be completed in 2016. Potential station locations will be evaluated 

based on their relative accessibility to the greater transportation network, the ability of the site 

to accommodate the necessary amenities and services, and the impacts to the human, historical, 

or natural environment. A requirement for all station options is to accommodate the high speed 

rail operational requirements. 

4.12 RICHMOND’S RENOVATION OF MAIN STREET STATION 

Main Street Station reopened to passenger train travel in December 2003 after a $51.6 million 

renovation. This initial renovation included the acquisition and restoration of the Main Street 

Station headhouse, allowing for restoration of train service to downtown. The second phase of 

the renovation included acquisition of the train shed, Seaboard Building, and the remaining 

land. Through land leases, the construction of a plaza directly across from the station and 

beneath I-95 created an improved passenger drop off and tourism origination point. 

In April 2014, Richmond Mayor Dwight Jones announced the advancement of the third and 

final phase of the renovation of Main Street Station. This phase includes the rehabilitation of the 

100,000 square foot train shed that was acquired in the second phase. The rehabilitation of the 
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D.C. to Richmond Southeast High Speed Rail 4-10 Alternatives Technical Report

train shed is currently underway. The City anticipates a portion of the rehabilitated train shed 

would provide additional space to expand intercity passenger rail services. The City is 

considering multiple plans for future use of the remainder of the train shed, including: a 

tourism welcome center, an indoor market with locations for eateries and culinary 

demonstrations, an event space, and a space that could accommodate Shockoe Bottom’s history 

and the city’s arts and outdoor scenes. The City anticipates that the renovated train shed could 

function similarly to Washington’s Eastern Market or Philadelphia’s Reading Terminal Market. 

4.13 VIRGINIA PORT AUTHORITY 2040 MASTER PLAN 

The Port of Virginia, in order to stimulate maritime commerce in the Commonwealth, is 

planning to expand the terminal capacity at the Port of Virginia facilities to keep up with the 

growing demand. By 2040, the demand for terminal capacity is forecasted to be over three times 

the existing demand; existing capacity at the six ports in Virginia will need to double to meet 

the forecasted demand. Four of the six ports are located in the Hampton Roads region of 

Virginia, including: Newport News Marine Terminal, Norfolk International Terminals, 

Portsmouth Marine Terminal, and Virginia International Gateway. Much of the freight traffic 

from the Hampton Roads ports interfaces with the rail network through Richmond and along 

the DC2RVA corridor. A fifth port, the Richmond Marine Terminal, is located on the CSXT 

Bellwood Subdivision (CSXT S-Line) within the DC2RVA corridor. The sixth port, Virginia 

Inland Port, is located in Front Royal, Virginia, approximately 75 miles west of the DC2RVA 

corridor. 

In conjunction with the Commonwealth of Virginia’s Statewide Long-Range Plan (VTrans), 

Virginia’s Office of Intermodal Planning and Investment has developed a Master Rail Plan for the 

Port of Virginia to accommodate the growing terminal infrastructure needs. The Master Rail Plan 

for the Port of Virginia includes expansion of rail access to support increased freight truck to rail 

diversion and provide economic benefits to the Commonwealth by reducing transportation 

costs for both domestic and international trade. In Hampton Roads, planned improvements 

include: 

 Doubling the on-dock rail capacity at Norfolk International Terminals with an on-dock 

rail yard. 

 Adding yard capacity improvements to enhance highway grade crossing safety and 

reduce highway delays at grade crossings. 

 Developing the proposed Craney Island marine terminal, anticipated to transport 50 

percent of the projected 1.43 million rail containers entering Port of Virginia facilities. 

Within the DC2RVA corridor, the Port of Richmond includes an approximately 3.5 mile long 

single rail lead that connects the port to CSXT’s South Rail Yard. Additionally, there is a 1,500 

foot siding and a 2,850 foot siding located along the lead, but both leads are in need of 

rehabilitation. The 2,850 foot siding includes an additional siding, which is currently 

abandoned. The Master Rail Plan for the Port of Virginia includes four areas of proposed 

improvements, including options for the rehabilitation of sidings, rail improvements inside the 

terminal perimeter, off-terminal improvements along the City-owned rail lead, and extending 

the existing rail lead to the north of its connection to CSXT’s rail yard at Goode Street to provide 

additional rail access to an industrial site as well as connect to an existing NS rail spur (Rocketts 

Spur). 
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D.C. to Richmond Southeast High Speed Rail 4-11 Alternatives Technical Report

4.14 CSXT FRAMEWORK AGREEMENTS PHASE I PROJECTS 

CSXT has proposed a series of infrastructure projects, known as the Phase I Projects, under a 

2015 Framework Agreement with DRPT. Three of those proposed projects—a Main Line 

Relocation (West Acca Yard Bypass) and two universal crossovers on the A-line south of the 

James River at Meadow (A 1.0) and FA (A 5.6)—are within the DC2RVA corridor. Other Phase I 

projects are located on the CSXT North End Subdivision south of Centralia, and include 

extending a second main line track for 7.8 miles north from Carson (CSXT CFP A-37.8) to Reams 

(CSXT CFP A-30.0) with two universal crossovers and a new universal crossover at Petersburg. 

Another project will extend the Branchville siding (CSXT CFP SA-56.7-57.8) on the Portsmouth 

Subdivision east of the CSXT A-Line, which will reduce congestion near the Virginia/North 

Carolina border. The West Acca Yard Bypass consists of adding a bypass track around the yard 

adjacent to the existing passenger main track, moving the freight main through track from the 

center of the yard to the west side of the yard, and extending four main tracks from North Acca 

to Staples Mill Road Station, extending a main line track to Hermitage Road alongside the 

existing double track and adding a universal crossover. CSXT commenced the design work 

necessary to develop estimates on the total costs of the Phase I Projects. 

4.15 ARKENDALE TO POWELLS CREEK THIRD TRACK 

FRA awarded Virginia a $74.8 million grant to build 11 miles of third track adjacent to the 

existing CSXT main line and related improvements from Arkendale in Stafford County to 

Powells Creek in Prince William. The project includes addition of a third main track, sidings, 

turnouts, a new platform at Quantico Station, and improvements to the station at Marine Corps 

Base in Quantico. All upgrades are ADA compliant and include a new island platform to allow 

all three main tracks to host both intercity passenger and commuter service. A bus facility and 

enhanced parking will also be included in the station upgrades. These upgrades will require 

relocation of utilities, earthworks, drainage structures, retaining walls, and upgrades to all 

associated signals and communications. This third track project is currently under construction. 

The third main track is being built to Class 4 standards, and the track alignment and design 

speed matches the existing double-track main line. However, the project includes an expanded 

track bed in some areas to allow subsequent shifting of the track alignment to achieve greater 

speed. 

4.16 POTOMAC YARD METRORAIL STATION 

The Federal Transit Administration and other stakeholders, including the City of Alexandria, 

WMATA, and the National Park Service, have prepared a Draft EIS for the proposed Potomac 

Yard Metrorail Station. Four alignment options for the Metrorail station location were evaluated 

in the Draft EIS. Although one of the proposed alternative options included realigning the 

Metrorail track and CSXT track from Four Mile Run to East Glebe Road in the City of 

Alexandria, the preferred alternative does not affect the CSXT track or right-of-way. 

Construction would include a new Metrorail station, associated track improvements, and 

pedestrian bridges at Potomac Yard within the City of Alexandria. The station would be located 

along the existing Metrorail Blue and Yellow lines. The Draft EIS was completed in April 2015, 

with the Final EIS anticipated to be completed in 2016 with a ROD to follow. 
D.C. to Richmond Southeast High Speed Rail 5-1 Alternatives Technical Report 

ALTERNATIVES DEVELOPMENT AND SCREENING 

PROCESS 

This chapter presents an overview of the alternatives development and screening process for the 

Washington, D.C. to Richmond Southeast High Speed Rail (DC2RVA) project. The process 

establishes a range of alternatives for consideration and then systematically evaluates and screens 

the range of alternatives down to only the more reasonable alternatives for detailed analysis in 

the Draft Environmental Impact Statement (EIS). Reasonable alternatives are those that meet the 

Project’s Purpose and Need, are buildable and cost-effective compared to other similar 

alternatives, and are anticipated to have acceptable levels of impact to the human and natural 

environments. 

The SEHSR Tier I EIS and 2002 ROD, and prior corridor studies cited in Chapter 4 recognized the 

need for an additional main track on the corridor to provide capacity for more passenger trains, 

improve reliability of passenger train service, and improve travel time. The alternatives 

development process for DC2RVA therefore began with DRPT developing preliminary rail 

alignments. These preliminary rail alignments define the general location and configuration of 

the existing and any additional main line tracks to meet the Project’s Purpose and Need. DRPT 

developed these preliminary rail alignments, including improving existing track and any new 

track, in accordance with the Project’s Basis of Design, which was developed to incorporate 

applicable engineering elements and design criteria supporting the Purpose and Need into the 

Project’s track and roadway designs. 

Preliminary rail alignments are the initial basis for project build alternatives, recognizing that 

adding a main line track and/or the potential realignment of the existing main line tracks is the 

driver for many of the other project-related improvements and potential impacts. Preliminary rail 

alignments including the addition of a new main track were developed by DRPT from the 

Potomac River in Arlington, VA to the Staples Mill Road Amtrak station in Richmond. The rail 

alignments developed for the DC2RVA project generally include the addition of a main track 

following the existing CSXT RF&P corridor and improvements to existing track to increase 

potential speed, accommodate platform improvements, improve roadway crossings, or make 

room for additional track. From Staples Mill Road Station south through Richmond to Centralia, 

VA, DRPT also developed preliminary rail alignment options – however, these Richmond area 

rail alignment options were based on multiple station location options along two primary 

alignments through the city. Design standards for the rail alignments and related infrastructure 

alternatives are identified in the DC2RVA Basis of Design. 

Rail alignments were then screened by DRPT for possible impacts to key environmental 

resources, effects on other infrastructure, and existing and future rail operations. The rail 

alignments were also used to identify potential modifications to associated highway and rail 

crossing infrastructure and existing and potential stations. Developing potential rail alignments 

5 
ALTERNATIVES DEVELOPMENT AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-2 Alternatives Technical Report 

was an iterative process. Rail alignment modifications were made to avoid or minimize adverse 

effects on environmental resources and existing infrastructure, while preserving the ability of that 

alignment to meet the Project’s Purpose and Need. The process focused on each rail alignment’s 

ability to increase capacity to support increased passenger service, improved operating speeds, 

reduced trip times and improved reliability. DRPT determined which of the rail alignment, 

highway crossing modifications, and station improvements appeared reasonable and in support 

of the Purpose and Need. The reasonable options were then combined as Project alternatives for 

further evaluation in the EIS (Figure 5-1). 

The overall development and screening process for rail alignments is described below; details on 

the actual rail alignments, highway and rail crossing options, and station location options are 

presented in subsequent chapters of this report, including: 

 Chapter 6: Rail Alignment Screening 

 Chapter 7: Corridor Crossing Options 

 Chapter 8: Station Location Options 

 Chapter 9: Alternatives Carried Forward to the Draft EIS 

FIGURE 5-1: DEVELOPMENT OF ALTERNATIVES 

5.1 RANGE OF ALTERNATIVES 

A range of alternatives was developed for consideration, including a No Build Alternative (also 

referred to as the “no action alternative”), a No Additional Track Alternative (to include minor 

improvements), and multiple Build Alternatives featuring additional tracks. As described in 

Chapter 2, the DC2RVA corridor was divided into 20 segments, based on prior studies and for 

the purposes of developing and evaluating possible rail improvements to meet the Project’s 

Purpose and Need. The rail infrastructure and other key attributes of these 20 segments are 

summarized in Appendix A. These 20 segments, plus 2 additional bypass segments, have been 

further grouped into three areas based on common rail operation characteristics and 

environmental conditions: Northern Virginia, Central Virginia, and Richmond (Figures 2-3 

through 2-5). The rail alignment options, highway crossing options, and station location options 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-3 Alternatives Technical Report 

were evaluated individually by segment (see Chapters 6, 7, and 8, respectively), and then 

assembled into six areas based on number of build alternatives (see Chapter 9). 

5.1.1 No Build Alternative 

The No Build Alternative, also referred to as the no action alternative in some documentation, 

represents the conditions in the corridor if the Project were not implemented, both now and 

projected into the future. It does include other reasonable and foreseeable projects that may be 

implemented independent of DC2RVA. The specific characteristics of the No Build Alternative 

will be defined and described further in the Draft EIS. While the No Build alternative by definition 

does not meet the Project’s Purpose and Need, it is a required part of the National Environmental 

Policy Act of 1969 (NEPA) process and is carried forward into the Draft EIS for detailed analysis 

at the segment, area, and corridor level. The No Build Alternative provides a baseline against 

which to compare the benefits and impacts of the build alternatives. 

5.1.2 No Additional Track Alternative 

This build alternative includes improvements to signals and communications systems, at-grade 

crossing safety systems, the addition of crossovers between existing main line tracks, additional 

sidings, improvements to existing track and other minor rail infrastructure improvements. The 

No Additional Track Alternative does not include additional main line track. At the full corridor 

level, this alternative does not meet the Project’s Purpose and Need because it does not provide 

sufficient improvements to increase passenger service capacity, frequency, or performance; 

however, it could be a viable alternative in some segments or sub-segments of the corridor. For 

example, the No Additional Track Alternative could serve as connector between two build 

alternatives at the segment or sub-segment level where there are viable build alternatives on 

either side of the segment needing only minor improvements, and build alternatives for that 

segment have unacceptable levels of impact to the human and natural environments. The No 

Additional Track Alternative could also be a reasonable alternative for segments where the 

existing numbers of track provides sufficient capacity, and no additional track is necessary. 

5.1.3 Additional Track Alternatives 

These build alternatives include: 

 Segment-wide upgrades to existing track and signal systems to achieve higher operating 

speeds, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 Segment-wide improvements to train operating capacity to achieve higher passenger train 

service frequency and reliability, including an additional main track along most of the 

corridor, and additional controlled sidings, crossovers, yard bypasses and leads, and 

other capacity and reliability improvements at certain locations. 

 Station and platform improvements for Amtrak and Virginia Railway Express (VRE) 

stations (see Chapter 8). 

The Additional Track Alternatives are primarily based on adding an additional main line track 

and/or shifting existing rail alignments to gain additional capacity and reduced trip time. The 

alternatives were first defined at the segment level by determining the need for and possible 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-4 Alternatives Technical Report 

alignment of additional main track. The segment-level additional track options were evaluated 

and screened, and if determined by DRPT to be reasonable, assembled with adjoining segments 

into area options. Project segments and areas are defined in Chapter 2 of this report and include: 

 Northern Virginia Area 

Segments 

1. Rosslyn to Alexandria (ROAF) 

2. Alexandria to Franconia (AFFR) 

3. Franconia to Lorton (FRLO) 

4. Lorton to Powells Creek (LOPC) 

5. Powells Creek to Arkendale (PCAR) 

6. Arkendale to Dahlgren Junction (ARDJ) 

7. Dahlgren Junction to Fredericksburg (DJFB) 

8. Fredericksburg to Hamilton (FBHA) 

9. Hamilton to Crossroads (HAXR) 

 Central Virginia Area 

Segments 

10. Crossroads to Guinea (XRGU) 

11. Guinea to Milford (GUMD) 

12. Milford to North Doswell (MDND) 

13. North Doswell to Elmont (NDEL) 

14. Elmont to Greendale (ELGN) 

 Richmond Area 

Segments 

15. Greendale to SAY/WAY (includes Acca Yard) (GNSA) 

16. SAY/WAY to AM Junction (Hermitage Lead) (SAAM) 

17. AM Junction to Centralia – S-Line (AMCE) 

18. WAY to Centralia – A-line (WACE) 

19. AM Junction to Beulah – Peninsula Subdivision (AMBE) 

20. Buckingham Branch, Doswell to AM Junction (BBRR) 

During the rail alignment alternatives development and screening process, potential bypass 

alignments were developed for Fredericksburg and Ashland. The Fredericksburg Bypass became 

segment #21 FBBP. The Ashland Bypass became #22 ASBP. 

5.2 DEVELOPMENT OF RAIL IMPROVEMENTS TO MEET PROJECT 

PURPOSE AND NEED 

A number of different resources were used to identify rail improvement alternatives in the 

DC2RVA corridor. Previous studies such as the Tier I EIS for the Washington, D.C. to Charlotte 

Southeast High Speed Rail (SEHSR) program were referenced, as was feedback received during 

agency and public scoping conducted for the DC2RVA Tier II EIS. An Engineering Basis of Design 

(BOD) for track and station improvements was also adopted to inform the development of 

potential improvements. The BOD was approved by the FRA; for more details refer to Section 

5.2.3. The rail improvement alternatives developed add new track capacity, realign track to allow 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-5 Alternatives Technical Report 

greater speeds, modify highway crossings to accommodate the new rail infrastructure, and 

improve stations and platforms to meet the Project’s Purpose and Need. 

5.2.1 Previous Studies and Design 

Various studies and improvement projects have been completed for the Virginia segments of the 

SEHSR corridor in the past two decades to address aging infrastructure, accommodate increased 

demand, improve connectivity, increase capacity, and improve the service and reliability of the 

multimodal rail corridor. These previous studies and projects were reviewed to identify potential 

alternatives, including new track alignments, location/placement of additional track (including 

main line track, sidings, and crossovers), potential new stations, and improvements to existing 

stations. A full summary of the referenced studies is included in Chapter 4 of this Alternatives 

Technical Report. 

Several prior studies identified the need for an additional main line track along most of the 

DC2RVA corridor, including: 

 1999 Report to Congress—Potential Improvements to the Washington—Richmond 

Railroad Corridor. This Amtrak study recommended corridor improvements considered 

necessary to enable the Washington, D.C. to Richmond corridor to reliably accommodate 

the mix and volume of higher speed intercity passenger, commuter, and freight services 

that the line’s operators (CSXT, Amtrak, and VRE and public partners FRA and DRPT) 

foresaw for the year 2015. 

 2003 Richmond Area Rail Master Plan—Phase I. This document identified near-term 

improvements that would support the movement of passenger trains that terminated at 

Staples Mill Road Station to a refurbished Main Street Station in downtown Richmond. 

 2003 Interim Phase Improvements—Staples Mill Rd. Station to Main Street Station and 

Final Phase Improvements—Staples Mill Rd. Station to Centralia. These two FRA 

reports identified potential improvements required to support various levels of future 

passenger and freight traffic in the Washington, D.C. to Richmond rail corridor, and more 

specifically, within the metro Richmond area. 

 2004 Third Track Conceptual Location Study. DRPT conducted this study in which a 

third main line track was proposed in the 92.7-mile corridor between Richmond’s Staples 

Mill Road Station and the Ravensworth Interlocking, a crossover between main line tracks 

located south of Franconia in the Northern Virginia suburbs of Washington, D.C. 

 2006 Third Track Feasibility Study. DRPT conducted an additional study in which an 

8.1-mile rail corridor connecting Richmond’s Main Street Station to Staples Mill Road 

Station via Acca Yard was studied in conjunction with the 92.7-mile corridor that was 

studied in 2004. This 2006 study provided greater detail on the corridor than the 2004 

Third Track Conceptual Location Study. However, the 2006 study, like the 2004 study, did 

not include parts of the corridor through Fredericksburg and Ashland, VA. 

Previous studies also identified potential new Amtrak station locations at Crystal City in 

Arlington County, Carmel Church in Caroline County, and Parham Road (replacing Staples Mill 

Road Station) in Henrico County. 

In 2009, DRPT evaluated the potential use of the Buckingham Branch Railroad (BBRR) segment 

between Doswell and AM Junction for high speed intercity passenger rail, comparing the BBRR 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-6 Alternatives Technical Report 

segment to the existing Amtrak service route along the CSXT’s RF&P corridor. DRPT’s evaluation 

of the BBRR segment, titled Decision Brief: Alternative Considered but Dismissed, Richmond to 

Doswell, VA was submitted to FRA for consideration as supplemental documentation for the 2002 

SEHSR Tier I EIS. DRPT’s 2009 Decision Brief evaluated the potential environmental impacts and 

capital costs associated with the two alternative alignments, and presented the following findings 

concerning the BBRR segment: 

 The segment would be expected to have greater historical resource impacts, including 

crossing three Civil War battlefields, with potential adverse effects to protected resources 

under Section 4(f) of the DOT act (49 U.S.C.§303). 

 The segment would have greater water and biological impacts with 50 percent more 

stream crossings, greater floodplain crossings, and an extensive crossing of the 

Chickahominy Swamp. 

 The segment would have almost twice the capital cost to implement, compared to the 

existing route. 

 The segment’s use for intercity passenger rail service was inconsistent with local plans 

and was opposed by Henrico County, Hanover County, and the Town of Ashland. 

DRPT concluded that the BBRR segment from Doswell to AM Junction failed as a reasonable 

alternative for high speed intercity passenger rail; in a letter to DRPT dated May 13, 2009, FRA 

stated its concurrence with DRPT’s conclusion. Although DRPT and FRA have dismissed the 

BBRR as the preferred alignment for passenger service on the SEHSR corridor, the DC2RVA 

project includes consideration of potential improvements to the BBRR route to supplement the 

capacity required to support the expansion of freight and passenger operations along the SEHSR 

corridor between Doswell and Richmond. Details pertaining to potential improvements to the 

BBRR are provided in Section 5.3.3. 

More recently, the 2012 Joint Corridor Planning and Investment Agreement between DRPT and 

CSXT was enacted to promote planning for intercity high speed passenger rail in the Washington, 

D.C. to Richmond corridor. The Agreement calls for CSXT to invest no less than $15 million in 

projects that benefit high speed passenger rail in the corridor, including improvements to track, 

signals and communications, and other infrastructure. The Agreement stands in addition to 

various other agreements between CSXT and the Commonwealth of Virginia regarding state 

funded freight and passenger rail improvements and commitments, and among CSXT, the 

Commonwealth of Virginia, and the Potomac and Rappahannock Transportation Commission 

and the Northern Virginia Transportation Commission pertaining to VRE’s commuter 

operations. 

5.2.2 Scoping/Public Input 

The DC2RVA Tier II EIS is being prepared pursuant to the requirements of NEPA. As per the 

Council of Environmental Quality (CEQ) regulations (40CFR part 1500 et seq.) for implementing 

NEPA and FRA’s Procedures for Considering Environmental Impacts (64 FR 28545, May 26, 

1999), FRA and DRPT conducted scoping to guide the development of the Tier II EIS for the 

Project. The scoping process invites comments from interested agencies and the public to ensure 

the full range of issues related to the Project are addressed, reasonable alternatives are considered, 

and significant issues are identified. To ensure an early and open scoping process, DRPT and FRA 

employed many forms of outreach to engage diverse audiences, inform interested parties of the 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-7 Alternatives Technical Report 

Project, and enable them to provide input. These efforts included one agency scoping meeting on 

November 3rd, four in-person public scoping meetings; Ashland on November 5th, Richmond on 

November 6th, Quantico (Fredericksburg area) on November 12th, and Arlington on November 

13th, and one self-guided online meeting that was available live from October 27th to December 

14th of 2014. In total, 3,307 parties participated in the scoping process, providing 1,625 scoping 

comments. A scoping summary report (DRPT 2015b) was prepared following the outreach 

activities and delivered on May 15, 2015.

Agency and public input during the scoping process identified several alternatives for 

consideration. Comments that were potentially consistent with the Project’s Purpose and need 

were considered and incorporated into development of Project alternatives. Others that were 

inconsistent with the Project’s Purpose and Need were considered but not carried further for 

evaluation. 

Suggested alternatives and infrastructure options that were potentially consistent with the 

Project’s Purpose and Need included: new track alignments along the corridor (including a 

bypass at Ashland), various operating modes or service levels (to be addressed as part of the 

service planning effort for the Project), the concept that the Richmond area be served by only one 

rail station, and the potential for a new station in the vicinity of the former Broad Street Union 

Station (now housing the Science Museum of Virginia) in Richmond. 

Additional alternatives that were suggested and determined inconsistent with the Project’s 

Purpose and Need included: extending passenger rail service to Bristol, VA, or developing a 

bicycle trail or greenway along the corridor. DRPT, along with Amtrak and Norfolk Southern, is 

exploring the possibility of new passenger service between Bristol, Roanoke, and Washington, 

D.C. along the Norfolk Southern Heartland Corridor; however, this service would exist largely 

outside the DC2RVA corridor1, and therefore was considered inconsistent with the Project’s 

Purpose and Need to provide improved passenger rail service between Washington, D.C. and 

Richmond on the existing CSXT alignment. Public comment received in support of establishing 

a bicycle/walking path or greenway alongside the DC2RVA corridor also was considered, but 

likewise determined to be inconsistent with the Project’s Purpose and Need. CSXT does not allow 

recreational use of its right-of-way, and therefore any greenway would require additional rightof-way to be acquired along the 123-mile corridor. Developing a greenway on new right-of-way 

would create impacts to historical resources, wetlands and waterways, neighborhoods, road 

crossings, and other natural and man-made resources. Providing a greenway does not support 

or enhance passenger rail service, nor does it provide a reasonable transportation choice for 

corridor travel, and therefore this suggestion was not evaluated further. 

 

1 Norfolk Southern’s rail line carrying intercity passenger service from Washington, D.C. to Charlottesville and 

Lynchburg, and potentially to Roanoke and Bristol, Virginia, is not part of this Project. However, the Norfolk Southern 

line connects to the DC2RVA corridor in Alexandria, Virginia, and passenger trains traveling to Washington Union 

Station from Lynchburg and Charlottesville travel on the CSXT track across the Long Bridge into the city. Extending 

passenger service on the Norfolk Southern line to Bristol, or adding new passenger service on the Heartland Corridor, 

would potentially affect train frequencies on that short section of the DC2RVA corridor, and will be addressed in the 

Project’s rail operations modeling analyses and service development planning. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-8 Alternatives Technical Report 

5.2.3 Engineering Basis of Design 

The engineering Basis of Design (BOD) Report presents the technical criteria to be followed for 

conceptual and preliminary engineering on the DC2RVA project (DRPT 2015a). The BOD was 

developed in coordination with the major project stakeholders: FRA, DRPT, Virginia Department 

of Transportation (VDOT), CSXT, Amtrak, and VRE. 

The basic requirement for railroad geometric design for the Project is to provide safe, economical, 

and efficient rail passenger transportation on a freight rail corridor. The railroad geometric design 

must maintain CSXT freight operation neutrality while providing adequate factors of safety with 

respect to overall operation, maintenance, and rolling stock stability. Improvements should also 

have no adverse effect on existing or planned Amtrak passenger operations and/or VRE 

commuter operations. 

The BOD establishes technical criteria to be used for infrastructure concept design and 

preliminary engineering in the DC2RVA corridor. A separate document will be developed by 

DRPT to establish the rolling stock criteria, service assumptions and projections, and operating 

criteria that will be used to develop operating plans and simulation models. These operating 

plans and models will assist in determining the magnitude of infrastructure improvements 

required to support future operations, but are not part of this conceptual 

engineering/alternatives development phase. 

The BOD for rail components of the project emphasizes safety and follows accepted engineering 

practices used by CSXT, Amtrak, and VRE and as indicated in the FRA track safety standards and 

in the AREMA Manual for Railway Engineering. The BOD for roadway components follows 

VDOT standards. 

Key features of the BOD include the following: 

 Both new and existing main line track will be designed for a maximum allowable speed 

of 90 mph, where practicable. 

 New main line track centers shall be 15 feet between centerlines of adjacent tracks. 

 Both new and existing main line tracks shall be designed for interoperability between all 

passenger and freight service. 

 Passenger station improvements shall include side or center island platforms serving all 

main line tracks in accordance with USDOT2, FRA, Amtrak, and VRE standards. Platform 

length should be 850 feet for platforms serving Northeast Regional (Virginia) and 

Interstate Corridor (SEHSR) service and VRE commuter trains, and 1,200 feet for 

platforms serving Amtrak Long Distance trains3. 

 

2 The 2011 ADA accessibility guidelines require level boarding platforms at all passenger stations, with the option for 

low level (top of rail) platforms where tracks are used by freight trains. DRPT has assumed low level platforms would 

be required for all platforms located on main line freight tracks. 

3 Platform lengths were developed by DRPT based on the length of the trains they will serve per Amtrak’s Station 

Program and Planning Guide (2013). 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-9 Alternatives Technical Report 

 Utilization to the extent feasible and practicable of ongoing and previously completed 

studies, concept development, and rail improvement designs in the corridor. 

5.2.4 Preliminary Rail Alignment Development 

Determining the location and configuration of any additional track capacity is the first step in 

determining the rail alignment in the Project alternatives. The alignment of any additional track 

capacity or other track adjustments is also the basis for determining the impacts of the Project to 

environmental resources, other infrastructure, and existing and planned passenger and freight 

rail operations. DRPT developed preliminary rail alignments to show a range of track alignment 

options from maximizing speed of passenger trains to minimizing impacts outside of existing 

right-of-way or to existing rail operations and track. In addition, the range of track alignment 

options considered rail alignments proposed or considered in prior corridor studies or identified 

during Project scoping. 

DRPT identified three specific areas along the corridor where additional consideration was 

warranted – Fredericksburg, Ashland, and Richmond. In Fredericksburg and Ashland there are 

challenges due to limited space within the existing CSXT right-of-way for additional track, 

adjacent population density and land use, station/platform location options, and sensitive 

historical and cultural resources. In Richmond, there are two potential alignments through the 

city and multiple station location options identified during project scoping. Preliminary rail 

alignments developed for Fredericksburg, Ashland, and Richmond were focused less on 

improving passenger train speed and more on improving capacity and reliability of the passenger 

service. Development of preliminary rail alignments for Fredericksburg, Ashland, and Richmond 

are discussed in Section 5.3.4. 

DRPT also identified a fourth area where additional consideration of preliminary rail alignments 

was necessary. The DC2RVA project limit ends at RO, just south of the George Washington 

Parkway and the Potomac River. The CSXT track continues north from RO across the river into 

Washington, D.C. over the Long Bridge, a 2-track rail bridge. The District’s Department of 

Transportation is currently working with FRA, DRPT, VRE, and CSXT to evaluate alternatives to 

expand the bridge capacity, including construction of 1 or more new rail bridges at the same 

general location. Although the Long Bridge Capacity project is separate from DC2RVA, it is 

important for the two projects to connect at the southern approach to the bridge. Therefore, DRPT 

identified and is evaluating several alignments approaching the Long Bridge. 

All preliminary rail alignments were developed at the conceptual level, using available GIS or 

aerial photographs of the corridor. The base premise of these rail alignments is the need, 

established from previous studies, to add one main line track the length of the corridor (regardless 

of the number of existing main line tracks) and redesign the existing main line tracks to provide 

a co-mingled set of at least three main line tracks.4 Crossovers between tracks were assumed, but 

not shown for this level of conceptual design. Train operations, ridership, or capacity needs were 

not assessed at this time beyond the addition of one main track on the corridor to ensure a 

minimum of three main tracks. Alignment option conceptual designs were based on the BOD, 

 

4 A comingled set of tracks is one in where, through signaling and crossovers, both passenger and freight trains may 

use any of the available parallel tracks in either direction. 
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D.C. to Richmond Southeast High Speed Rail 5-10 Alternatives Technical Report 

including track spacing, allowable track curvature and other design features, unless otherwise 

noted. 

Three initial alignments were developed to represent the range of potential Additional Track 

Alternative alignments along the existing DC2RVA corridor: 

 Maximum Speed Alignment—adds one new track and realigns existing track to achieve 

the maximum allowable speed of 90 mph unconstrained by existing right-of-way. 

 Improved Speed Alignment—adds one new track and realigns existing track to improve 

speed up to 90 mph to the extent possible while constrained to stay within the right-ofway. 

 Existing Speed Alignment—adds one new track to either side of the existing track while 

maintaining existing speed. 

5.2.4.1 Maximum Speed Rail Alignment Unconstrained by Existing Right-of-Way 

The Maximum Speed Alignment was designed to show what the rail alignment would look like 

if the primary criteria were to design track capable of the maximum allowable speed for 

passenger trains of 90 mph along the entire corridor, without being constrained by the limits of 

the existing right-of-way. Track alignment would generally follow the line of the existing rail 

corridor, but would include areas outside of the existing right-of-way where required to achieve 

a 90mph track design speed. While optimizing track design speed, the unconstrained alignment 

would require substantial acquisition of new right-of-way, and would generally have greater 

impacts to environmental resources and infrastructure. The Maximum Speed Alignment includes 

the following characteristics: 

 Addition of a main track designed to allow 90 mph for passenger trains. 

 Reconfiguration of existing main line tracks to allow 90 mph for passenger trains. 

 Replacing most, if not all, of the existing rail bridges over roads and waterways; existing 

rail bridges would not be used unless they fit the design alignment for 90 mph. 

 Replacing most, if not all, of the existing road overpasses; existing road overpasses would 

not be used unless the design alignment for 90 mph fit underneath them. 

There are two versions of the Maximum Speed Alignment for the corridor: 

1) Maximum Speed Unconstrained Base Alignment: This alignment generally follows the 

existing rail corridor but goes outside the right-of-way to ensure a three-track co-mingled 

alignment designed for passenger trains to achieve and maintain 90 mph. 

2) Maximum Speed Unconstrained Central Area Greenfield Alignment: Suggested during 

project scoping, the aim of this alignment option is to shorten the corridor with a new 

greenfield alignment in the central section of the corridor. This alignment option includes 

a relatively straight two-track co-mingled passenger bypass alignment from just south of 

Crossroads in Spotsylvania County to just north of Carmel Church in Caroline County, 

and maintains the existing CSXT two-track alignment to the east for most freight service. 

North of Crossroads and south of Carmel Church, the Maximum Speed Unconstrained 

Central Section Greenfield Alignment is the same as the Maximum Speed Unconstrained 

Base Alignment, e.g., a three-track co-mingled alignment. This alignment option would 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-11 Alternatives Technical Report 

reduce the distance traveled by passenger trains. Some freight trains may also use the 

shorter alignment. 

In addition, there are also two special study areas; Fredericksburg and Ashland, where bypass 

alignment options for either passenger or freight rail service were identified. The bypass 

alignment options are unconstrained by the existing right-of-way and were developed for these 

two special study areas independent of the other alignments because of the difficulties identified 

in these segments of adding a third main track. The bypass alignment options were subject to the 

same screening processes as the other alignments. The development of bypass alignment options 

for these two areas is discussed in greater detail in Sections 5.4 and 5.5 below. 

5.2.4.2 Improved Speed Rail Alignment Constrained to Stay Within Existing Rightof-Way 

The Improved Speed Alignment was designed to maximize passenger train speed up to 90 mph 

where possible while keeping all tracks (new and reconfigured) within the limits of the existing 

right-of-way. A track design to reach 90 mph is not achievable within all sections of existing rightof-way due to existing curves and limited distances of straight (tangent) track between curves. 

The Improved Speed Alignment includes the following characteristics: 

 Addition of a main track within the existing right-of-way that is designed to allow the 

maximum possible speed up to 90 mph for passenger trains where possible. 

 Reconfiguration of existing main line tracks to allow the maximum possible speed up to 

90 mph for passenger trains where possible. 

 Track alignment for the redesigned tracks is constrained to fit within the existing right-ofway. 

This constrained option would increase track design speed for many segments and partial 

segments on the corridor, while limiting impacts and property acquisition outside of the right-ofway. 

A variation on the Improved Speed Alignment was also developed that optimizes use of existing 

rail infrastructure while also seeking to achieve the maximum possible speed up to 90 mph—the 

Improved Speed Alignment (Hold Bridges/Tangents). The Improved Speed Alignment (Hold 

Bridges/Tangents) maintains existing tangent (e.g., straight) tracks and continues to use the 

existing rail bridges and alignment over roads and waterways. New bridges would be required 

alongside the existing rail bridges to carry the additional main track, and the existing track would 

be realigned through some curves to increase track design speed. Where the potential 

environmental effects of the two improved speed alignments are comparable, the Improved 

Speed Alignment (Hold Bridges/Tangents) is preferred due to lower infrastructure impacts and 

anticipated cost savings from continuing use of existing rail bridges and tangent track alignments. 

5.2.4.3 Existing Speed on Existing Alignment 

The Existing Speed Alignment adds one additional main line track to the existing alignment, and 

matches the existing track alignment’s curvature and design speed. The Existing Speed 

Alignment would add capacity to the system, but would not increase design speed. This 

alignment includes the following characteristics: 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-12 Alternatives Technical Report 

 Addition of a main track that matches the existing track alignment’s curvature and design 

speed. 

 No change to existing main line track alignment. 

 Addition of a main track could require additional right of way. 

 Existing track would continue use of existing rail bridges over roads or waterways; and 

new rail bridges would be added to carry the additional main track. 

The addition of a new main track and associated track bed would generally fit within the existing 

right-of-way. However, there may be some areas where the slope of the track bed and associated 

cut/fill line, utility relocations, replacement of existing access roads, or other related 

improvement extends outside the existing right-of-way. 

There are two versions of the Existing Speed Alignment option: 

1) West Track Addition adds one new track to west side of existing main line, leaving 

existing tracks as is. 

2) East Track Addition adds one new track to east side of existing main line, leaving existing 

tracks as is. 

The Existing Speed Alignment would add track capacity, but does not attempt to achieve a track 

design capable of supporting passenger trains at 90 mph Maximum Allowable Speed (MAS). 

5.2.4.4 Alignment Options Based on Prior Studies 

In addition to the rail alignments described above, several rail alignments were identified in prior 

corridor studies (See Section 5.2.1), and were considered in the alternatives development process. 

These alignments include DRPT’s 2004 Third Track Conceptual Location Study and 2006 Third 

Track Feasibility Study, and CSXT’s 2009 conceptual designs for a third track between Hamilton 

(just south of Fredericksburg) and Richmond that included the addition of a main line track along 

parts of the corridor following the alignment recommendations from the 2004 and 2006 studies. 

The third track plans developed in 2004, 2006, and 2009 follow the existing track alignment, with 

some sections adding a new main line track to the west of the existing alignment, and some 

adding a new main line track to the east of the existing alignment. The studies and track plans 

did not include parts of the corridor through Fredericksburg and Ashland. These prior third track 

designs did not attempt to increase train speed. These prior rail alignment options primarily occur 

within the right-of-way or with limited additional right-of-way needs. 

The rail alignments developed in prior studies used varying design criteria; therefore, these 

alignment options were reconfigured at the conceptual level following the DC2RVA BOD. Once 

reconfigured to match the DC2RVA BOD, the prior rail alignment options generally overlap with 

the East Addition or West Addition versions of the Existing Speed Alignment, and in many 

segments, are indistinguishable from the Existing Speed Alignments. 

5.3 RAIL ALIGNMENT SCREENING 

Rail alignment screening analyzes the ability of potential rail alignments to meet the Project’s 

Purpose and Need. Its ultimate goal is to identify reasonable rail alignments that can be carried 

forward for further design and review, while quickly eliminating unreasonable alignments. A 

reasonable rail alignment meets the Purpose and Need, is buildable, has acceptable impacts as 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-13 Alternatives Technical Report 

determined by the screening criteria, and is cost-effective. DRPT identified reasonable rail 

alignments on a segment and sub-segment basis. 

The overall rail alignment screening process is summarized in Figure 5-2 and explained in further 

detail below. 

FIGURE 5-2: DC2RVA RAIL ALIGNMENT SCREENING PROCESS 

5.3.1 Stage I: Screening Rail Alignments for Fatal Flaws 

First stage screening identifies rail alignment options with direct effects on key environmental 

resources. Alignment options with direct effects—or the segment or sub-segment portion of the 

alignment option with the direct effect—on the following key environmental resources are not 

considered reasonable5 and were eliminated from further consideration: 

 

5 The list of key environmental resources designated as “fatal flaws” was derived from existing federal and state 

regulatory requirements as well as comments received from federal, state, and local agencies and other stakeholders. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-14 Alternatives Technical Report 

 Historic resources listed on or eligible for listing on the National Register of Historic 

Places 

 Federal, state, or local parks and recreation areas 

 Federal or state wildlife/waterfowl refuges 

 Military bases 

For screening purposes, direct effects are defined as those effects that occur where proposed new 

right-of-way would overlay a protected resource according to available GIS data and existing 

conditions mapping. As an example, a new rail alignment requiring additional right-of-way 

through an existing wildlife refuge would be a direct effect, whereas a new or existing rail 

alignment that only abuts the wildlife refuge but does not require additional right-of-way from 

the refuge would not be a direct effect for purposes of screening. Use of existing right-of-way, 

even where abutting a key resource, is not considered a direct effect for purposes of screening. 

Subsequent analyses in the Draft EIS will evaluate the potential for other impacts to the resource 

from any Project-related changes inside the right-of-way, including changes in rail operations. 

Federal and state regulations and guidance affords these Stage I resources special protection, and 

while there is no absolute prohibition against impacting these resources, alternatives without 

direct effects to these resources are generally preferred over alternatives with direct effects. 

Additional details on determination of potential direct effects are provided in Chapter 6. 

A standard width was developed by DRPT for various types of rail alignments for use in 

establishing approximate right-of-way requirements and to screen the alignments for potential 

impacts. Standard track centers were discussed in Section 2.7.1 and shown in a typical track 

section in Figure 2-1 of the BOD; however, the typical section in the BOD did not include ROW 

limits since they would vary throughout the Project. Establishment of proposed ROW is 

discussed in Chapter 7 of the BOD in general terms, but does not include specific dimensions. 

The typical widths shown in Figures 5-3 and 5-4 were developed for screening purposes to 

evaluate the potential maximum environmental impacts associated with new track alignment 

alternatives in greenfield areas. The proposed typical widths used for screening new track 

alignments are in accordance with industry practices and were based on representative track 

centers, cross slopes, drainage ditches, utility corridors adjacent to the track, and an allowance 

for cost-effective cut/fill side slopes for the steep and varying terrain that exists in the project 

corridor (not relatively expensive special retaining walls to reduce right-of-way requirements). 

Right-of-way limits determined during the Project’s final design phase may differ – and are 

anticipated by DRPT to be less in many areas – from those used for the initial environmental 

screening once site-specific constraints have been established during subsequent design phases 

of the project. 

Where rail alignments were designed outside the existing right-of-way, a new projected right-ofway/alignment width was determined as follows6: 

 

6 The maximum widths used for screening (150 feet or 135 feet) can potentially be reduced as low as 60 feet during 

subsequent design phases of the project depending on site conditions and site specific constraints. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-15 Alternatives Technical Report 

 Maximum Speed Alignment with Three Tracks = 150 feet width for a new three-track comingled passenger and freight alignment outside existing right-of-way (measured 75 feet 

each side from center track centerline) (see Figure 5-3) 

 Maximum Speed Alignment and/or new Greenfield Bypass Alignment with Two Tracks 

= 135 feet width for a new two-track co-mingled passenger and freight alignment outside 

existing right-of-way (measured 67.5 feet each side from track centerline) (see Figure 5-4) 

 Improved Speed Alignment with Three Tracks = 80 feet width for a new three-track comingled passenger and freight alignment inside existing right-of-way (measured 40 feet 

each side from center track centerline) (see Figures 5-5 and 5-6) 

 Existing Speed Alignment with Three Tracks = 40 feet width for a new main track on the 

east or west side only (measured 40 feet from center track centerline); undisturbed side 

bound by existing right-of-way line (see Figure 5-7). 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-16 Alte

FIGURE 5-3: TRIPLE-TRACK STANDARD PROFILE (MAXIMUM SPEED ALIGNMENT) 

FIGURE 5-4: DOUBLE-TRACK STANDARD PROFILE (MAXIMUM SPEED ALIGNMENT) 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-17 Alte

FIGURE 5-5: TRIPLE TRACK PROFILE (IMPROVED SPEED ALIGNMENT) 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-18 Alte

FIGURE 5-6: TRIPLE TRACK PROFILE (IMPROVED SPEED ALIGNMENT) 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-19 Alte

FIGURE 5-7: TRIPLE TRACK PROFILE (EXISTING SPEED ALIGNMENT) 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-20 Alternatives Technical Report 

Screening for each alignment option was conducted by overlaying the alignment width (as 

described above) on the base mapping showing the key resources. In recognition of the scale, 

precision, and accuracy of information available on the GIS system, impacts were determined to 

one tenth of an acre (0.1 acre), and impacts less than half acre (0.5 acre) were considered minimal, 

or no-impact, for the purpose of screening. The alternatives with the least amount of impacts were 

carried forward into the next screening stage. 

5.3.2 Stage II: Screening Rail Alignments for Order-of-Magnitude Environmental 

Impacts 

The second stage screening further evaluates alignment options for order-of-magnitude impacts 

on readily identifiable environmental characteristics not addressed in the first stage screening. 

Alignment segments or sub-segments were evaluated using an overlay of the alignment on 

available GIS and existing conditions mapping. The alignment encroachment was measured in 

acres, and determined using the appropriate cross-sections and distances from track centerline 

noted above. Impacts were assessed for the following environmental conditions: 

 Area outside of right-of-way 

– Urban/developed land use 

– Agricultural land use 

 Registered site(s) under Superfund 

 Registered site(s) under CERCLIS7 

 State-listed agricultural or forestal districts 

 Areas on the National Wetlands Inventory or other known wetland areas 

 Cemeteries 

In recognition of the scale, precision, and accuracy of information available on the GIS system, 

impacts were determined to one tenth of an acre (0.1 acre), and impacts less than half acre (0.5 

acre) were considered minimal, or no-impact, for the purpose of screening. Alignments that are 

outside the right-of-way are not considered unreasonable per se, but may be eliminated or less 

favored due to the additional potential for impacts compared to alignment options that occur 

largely within the right-of-way. Use of existing right-of-way, even where the above 

environmental characteristics are recognized within the right-of-way, is not considered as 

disruptive to the environment for purposes of screening as acquiring new right-of-way. 

Subsequent analyses in the Draft EIS will evaluate the potential for other impacts to the 

environment from any Project-related changes in use of the right-of-way. Alternative alignments 

with the least amount of comparative impacts were carried forward into the next screening stage. 

Generally, where Stage II impacts were similar, maximum speed alignments are favored over 

improved speed alignments and improved speed alignments are favored over existing speed 

alignments. 

 

7 CERCLIS = Comprehensive Environmental Response, Compensation and Liability Information System 
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D.C. to Richmond Southeast High Speed Rail 5-21 Alternatives Technical Report 

5.3.3 Stage III: Existing Infrastructure Issues 

The third stage considered possible constraints posed by existing infrastructure on each rail 

alignment alternative by segment/sub-segment. It also considered the potential for adverse 

effects to the existing infrastructure within and crossing the corridor as a result of rail alignments 

under consideration. Potential infrastructure issues are described below, along with the 

adjustments to the alignments or infrastructure that could alleviate the constraints: 

 Infrastructure Issue: Existing Rail Bridges: Most CSXT-owned rail bridges on the 

corridor are double-tracked, although there are some bridges—notably the bridge over 

the James River on the CSXT S-Line south of Main Street Station—that remain single track. 

To replace these existing rail bridges with new bridges while maintaining rail operations 

in the busy corridor would be a difficult and expensive process. The existing bridges are 

owned and maintained by CSXT, and are presumed to meet applicable federal, state, and 

CSXT standards. 

Alignment Adjustment: In order to have alignment options that do not unnecessarily 

replace existing rail bridges, the Improved Speed Alignment, Existing Speed Alignments 

(west and east), and other alignments using the existing right-of-way are assumed to 

continue to use the existing rail bridges for the tracks the bridges currently carry. Any 

new tracks added as part of the DC2RVA Project would be on a separate but parallel 

alignment that includes a separate but parallel rail bridge or structure. 

 New Rail Bridges: New rail bridges to carry the new main track would be necessary at 

each location where there is an existing bridge. DRPT conducted a review at each bridge 

location to determine if there are engineering or design constraints that eliminates or 

favors an upstream or downstream (typically west side or east side) location for a new rail 

bridge for each alignment. New rail bridges over major waterways would typically be 

designed to accommodate one track.8 The preferred location of new rail bridges at each 

waterway or road crossing could constrain the rail alignment options at that location. 

 Existing Roadway Overpasses: There are 95 public roads crossing over the existing rail 

corridor on roadway overpasses. The undersides of these overpasses were evaluated for 

sufficient vertical and horizontal clearance to add an additional track. Available vertical 

and horizontal clearance may constrain the alignment to the east or west of existing track 

or require realignment of all tracks beneath the overpass. Where there is insufficient 

clearance for an additional track, the roadway overpass was assumed to require 

replacement. Any new or replacement roadway overpass would be designed to meet 

 

8 The DC2RVA alternatives development process assumes the Project will add one new main track along the corridor, 

although a final determination of the number of new main line tracks necessary to meet Purpose and Need, if any, has 

not been made. New rail bridges are being designed with a superstructure to support one track and a substructure to 

accommodate a second track in the future under the DC2RVA project. The additional substructure will allow for future 

expansion of the bridge with minimal impacts, if or when additional tracks may be necessary. There may also be cases 

where the existing bridge is not practical for future use, and a replacement bridge for all tracks crossing the waterway 

would be required. 
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D.C. to Richmond Southeast High Speed Rail 5-22 Alternatives Technical Report 

VDOT bridge specifications and traffic needs in accordance with the Project’s approved 

BOD9. 

 Existing Roadway At-Grade Crossings: There are 112 at-grade crossings along the 

existing rail corridor, including 68 public roadway/railroad crossings (the balance are 

private crossings). These 68 public road crossings were evaluated as follows: 

– Traffic Delay and Safety – At-grade road crossings were evaluated for safety using 

Federal Railroad Administration (FRA) Risk Model for at-grade crossings, 

comparing existing conditions with projected traffic and rail levels. At-grade 

crossings that exceed FRA safety criteria will be evaluated in greater detail in the 

Draft EIS for potential improvements, consolidation or closure, or replacement 

with a grade-separated crossing. At-grade crossings were also evaluated for 

existing and projected traffic delay in accordance with Federal Highway 

Administration standards. 

– Roadway Geometry – At-grade road crossings were evaluated for changes to road 

geometry based on new rail alignments; improvements to the road designs will be 

considered where new rail alignments adversely affect the road geometry. 

 Existing Station Platforms: The corridor includes passenger rail and commuter rail 

stations with existing platforms. Ongoing and planned station improvement projects 

include extending existing platforms and adding platforms at many stations; in addition, 

the DC2RVA Project includes improving passenger rail platforms to meet the Project’s 

Basis of Design. The rail alignment options were developed to be compatible with existing 

and planned platforms where feasible. 

Potential alignment segments/sub-segments were adjusted as described above in consideration 

of infrastructure issues. Typically, the alignment adjustments were relatively minor and localized 

to a specific infrastructure issue. The revised alignments were compared to one another to 

determine the relative ability to reduce passenger train trip time based on track design speed for 

the segment, area, and corridor. Passenger train track design speed was calculated for each 

alignment by segment or sub-segment and used to develop a potential trip time for the corridor 

from Arlington to Centralia, assuming no stops10 and no speed restrictions11 beyond that of the 

track design. The revised alignment options were also reviewed for effects on rail operations, 

including the co-mingling of passenger, commuter, and freight train movements through the 

corridor. 

It is anticipated that some segments may have multiple potential alignment options or 

combinations of options. Generally, where the impacts identified during the screening process 

are similar across multiple potential alignment options, preference is given to those options that 

achieve greater track design speed up to the 90 mph MAS – e.g. maximum speed alignments are 

 

9 The Project’s Basis of Design calls for a 23 feet vertical clearance for existing bridges, and a 24 feet 3 inch vertical 

clearance for new bridges. 

10 Design speed was calculated from endpoint to endpoint without any stops. This was done to provide a neutral basis 

of comparison for track alignment options. 

11 Operating speed restrictions may be imposed on sections of track by CSXT to reflect track design, weather-related 

issues, track maintenance activity, or other safety factors.
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-23 Alternatives Technical Report 

preferred over improved speed alignments, and improved speed alignments are preferred over 

existing speed alignments. 

5.3.4 Stage IV: Screening Areas with Additional Alignment Options 

There are three areas of the DC2RVA corridor where DRPT developed additional rail alignments, 

above and beyond adding an additional track along the existing corridor. These additional 

alignments were developed in the following areas to address specific area concerns, including 

limited right-of-way, adjacent land uses, adjacent historic resources, roadway crossings, 

topography, and multiple station and alignment options: 

 Fredericksburg 

 Ashland 

 Richmond 

Additional rail alignment options identified by DRPT in these areas, including bypasses and 

alignments outside existing right-of-way were subjected to the same Stage I, II, and III screening 

as described above for the corridor rail alignments. 

In addition to the three areas above, DRPT also developed additional rail alignments in Rosslyn, 

where the DC2RVA corridor approaches the CSXT Long Bridge over the Potomac River into 

Washington, D.C. DRPT developed multiple alignments for the southern approach to the bridge 

in coordination with DDOT’s study of expanding rail capacity across the river through 

construction of one or more additional bridges. The development of multiple alignments ensures 

that a DC2RVA alignment would be available to coordinate with any of the three alternatives 

being considered in the study of the potential Long Bridge improvements. The additional rail 

alignments in Rosslyn were subjected to the same Stage I, II, and III screening as described above 

for the corridor rail alignments. 

5.4 FREDERICKSBURG AREA 

The City of Fredericksburg sits on the south bank of the Rappahannock River and was once the 

northern terminus of the Richmond, Fredericksburg, and Potomac (RF&P) Railroad. The rail 

corridor through Fredericksburg currently consists of two main tracks crossing the 

Rappahannock River on a concrete arch bridge into the city and the Fredericksburg Station, and 

then continuing south to the CSXT Fredericksburg yard, just south of the Blue and Grey Parkway. 

Due to higher elevations on the north bank of the river, the track is elevated on a trestle as it 

passes the station and then runs on an embankment south towards the yard. The west side 

platform extends over the historic station building, now used as a restaurant. Passengers moving 

between the platforms pass underneath the tracks. South of the CSXT Fredericksburg yard, there 

are three main line tracks extending past the new VRE Spotsylvania Station to the VRE train 

storage and maintenance facility at Crossroads. South of Crossroads, there are two main line 

tracks. The right-of-way width through Fredericksburg varies from 50 to 215 feet. The track 

alignment through Fredericksburg has multiple curves, both north and south of the station. Due 

to the horizontal geometry of the track and the relative proximity to the Fredericksburg station, 

CSXT has set an operating speed limit of 40 mph for all trains through Fredericksburg. 

Fredericksburg Station is served by Amtrak Long Distance (Sliver Meteor), Interstate Corridor 

(Carolinian), and Northeast Regional (Virginia) trains and VRE’s commuter trains. There are 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-24 Alternatives Technical Report 

numerous historic resources abutting the rail corridor through the city and on the north bank of 

the Rappahannock River, including historic districts, the Fredericksburg National Civil War 

Battlefield Park, George Washington’s childhood home (Ferry Farm), and other sensitive 

resources. Both the old station building and the rail bridge over the river are historic resources as 

well. 

DRPT, based on prior corridor studies as reported in Chapter 2, 3 and 4, has assumed an 

additional main track is necessary on the corridor to meet the Project’s Purpose and Need. In the 

Fredericksburg area, this would mean adding a third track on a new bridge across the 

Rappahannock River, continuing the third track past the station and south to the yard, and then 

continuing a third track south of Crossroads. DRPT evaluated the Maximum Speed, Improved 

Speed, and Existing Speed additional track alignments in Fredericksburg; however, it was 

recognized that all of these alignments that add a main track would affect some historic or other 

resources in the area. In these three-track alignment options, the Fredericksburg Station would 

be improved with extended platforms (one side platform and one island platform), dedicated 

parking, and a new station building. Therefore, DRPT considered two additional options in lieu 

of adding an additional main track through Fredericksburg and adding a new rail bridge across 

the Rappahannock River adjacent to the existing bridge. 

 No Additional Track – this option would not add any additional track between the 

junction of the Dahlgren Spur and the main line north of the Rappahannock River to 

Crossroads. There would be minor improvements to existing crossings and upgrades to 

signals and communications systems. Future train traffic, including all passenger, 

commuter, and freight trains, would continue through the City on the existing corridor. 

The Fredericksburg Station would be improved with extended platforms (two side 

platforms), dedicated parking, and a new station building. 

 Fredericksburg Two-track Bypass – this option would add a two-track bypass around 

Fredericksburg, either east or west of the existing rail corridor. These bypass alignments 

were anticipated to be used primarily by freight trains, the Auto Train, and possibly 

passenger trains not serving Fredericksburg; intercity passenger trains and VRE 

commuter trains serving Fredericksburg Station would continue to pass through the 

existing tracks/station. The Fredericksburg Station would be improved with extended 

platforms (two side platforms), dedicated parking, and a new station building. 

These local alignment options were then evaluated using the Stage I, II, and III screening criteria 

described above. The local alignment options for Fredericksburg are summarized below. 

5.4.1 No Additional Track in Fredericksburg 

This option includes minor improvements to signals and communications systems, at-grade 

crossing safety systems, the addition of crossovers between existing and new main line tracks 

north and south of Fredericksburg, and other minor rail infrastructure improvements. There 

would be no additional track added through Fredericksburg between the Dahlgren Spur and the 

Fredericksburg yard and no new rail bridge over the Rappahannock River; a third main track 

would be added to the corridor north of the Dahlgren Spur and south of Crossroads as described 

in Section 5.4.3.1.2 (Figure 5-8). The CSXT train speed restriction for trains entering 

Fredericksburg would remain in place. Fredericksburg would maintain its train station and 

continue to receive service from existing Northeast Regional (Virginia) and proposed additional 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-25 Alternatives Technical Report 

Northeast Regional (SEHSR) trains, as well as Interstate Corridor trains (the Carolinian and 

SEHSR), and possibly Amtrak’s Long Distance service. The Fredericksburg station and platforms 

would require improvement and expansion in accordance with the DC2RVA Basis of Design to 

meet FRA guidelines, Amtrak safety standards, and ADA requirements (discussed in greater 

detail in Chapter 8 of this document). These improvements would include expanding the 

platform length and width, provision of safe grade-separated access between platforms, a station 

building, and parking. The existing road and pedestrian at-grade crossings in Fredericksburg 

would be subject to detailed evaluations for safety (see Chapter 4 of the Draft EIS) and may 

require additional safety measures (see Chapter 7 of this document and Chapter 4 of the Draft 

EIS). 

The ability of this option to support the Project’s Purpose and Need by providing sufficient 

capacity, reliability, and frequency of passenger train service is not yet determined. Pending 

completion of rail operations modeling and other analyses, DRPT determined this option would 

be evaluated further in the Draft EIS. 

5.4.2 Adding a Track Through Fredericksburg Along the Existing Corridor 

DRPT evaluated the possibility of adding a third track through Fredericksburg along the existing 

CSXT right-of-way in those areas where there are two tracks currently. Sections with three or 

more tracks currently would not receive an additional track. The Maximum Speed Alignment, 

Improved Speed Alignment, and Existing Speed Alignments (east and west) were evaluated to 

add a third track through Fredericksburg. All of these options would include a new rail bridge 

over the Rappahannock River. These optional alignments were screened following the Stage I, II 

and III process used by DRPT along the entire corridor (see Chapter 6 of this report). Given the 

restricted CSXT right-of-way bounded by parks and historic resources, and the speed restriction 

for trains moving through the city, DRPT determined that the Maximum Speed Alignment and 

Improved Speed Alignments were not feasible or practical. DRPT recognized that these third 

track alignments would require additional right of way, affect historic and community resources 

in the area, and be ineffective given the speed restriction. DRPT evaluated adding a third main 

track on the east or west of the existing two track corridor (Existing Speed Alignment). Adding a 

track on the west side of the existing corridor would impact the historic train station building. 

Adding a track on the east side of the existing corridor does not directly affect any buildings, 

although the new main track would be in close proximity to at least two historic buildings on the 

east side (Figure 5-8). Therefore, DRPT concluded the addition of a third track through 

Fredericksburg along the east side of the existing tracks should be evaluated in greater detail in 

the Draft EIS. 

DRPT considered and dismissed the concept of an elevated track above the existing right-of-way 

due to the height, length, and cost of such a structure, and the visual impacts of such a rail 

structure on historic districts, parks, and the community. DRPT also considered and dismissed as 

impractical the concept of adding a track belowground through Fredericksburg due to the length 

and cost of such a structure, the difficulties in tunneling beneath National Parks, the City, and the 

Rappahannock River, and potential impacts to historic resources and the community. 

 
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Figure 5-8

Fredericksburg

Alternative 3B:

Add Main Track

[ Washington, D.C. Washington, D.C.

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\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_5-8_FBPAddMain_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

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Virginia Rail Lines

CITY OF

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ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-27 Alternatives Technical Report 

5.4.3 Fredericksburg Bypass Alignments 

 DRPT considered potential bypass options as potential alternatives to adding an additional main 

track through Fredericksburg. As the existing CSXT main line runs through Fredericksburg in a 

general north-south alignment, bypass alignments were considered to the east and west of the 

existing main line. These bypass options were anticipated to be used primarily by freight trains, 

and possibly the Amtrak Auto train and through passenger trains that do not service the 

Fredericksburg Station. Amtrak’s passenger trains and VRE’s commuter trains that serve the 

Fredericksburg Station would continue to pass through the existing tracks/station. The 

Fredericksburg bypass options developed by DRPT included the following common design 

elements: 

 Two-track bypass alignments designed for co-mingled passenger and freight trains, with 

a design speed of 60 mph or greater for passenger trains. 

 Existing track and station in Fredericksburg to remain, potentially with minor 

improvements including upgrade and extension of station platforms and at-grade 

crossing improvements possibly including some grade separations. 

DRPT identified a 60 mph design speed for the bypass to reduce potential impacts to natural and 

human resources, including minimizing acquisition of new right-of-way, and in recognition of 

the existing and likely future train speed restrictions due to track geometry and rail operations 

through the city and on track immediately north and south of Fredericksburg. Where feasible, 

some bypass alignments were designed for improved speeds greater than 60 mph, however none 

of the bypass alignments reach the 90 mph MAS. DRPT considered and dismissed from further 

consideration a single-track bypass as it would not provide sufficient additional operational 

reliability and capacity to route all trains not serving the Fredericksburg station around the town. 

DRPT also considered and eliminated a 3-track bypass as it would create greater capacity and 

impacts than warranted assuming passenger and commuter trains continue to serve the 

Fredericksburg station. 

5.4.3.1 West Bypass Alignments

Bypass alignments to the west of the CSXT main line have several potential conflicts, as shown 

on Figure 5-9. Most of the land use between the CSXT main line and U.S. 1 is a heavily developed 

mixture of commercial, industrial, institutional, and residential land use with little available 

vacant land. Possible bypass alignments were investigated to parallel either an existing power 

line easement or U.S. 1, as those corridors were some of the few areas of less developed land west 

of the CSXT main line that could allow for a bypass. However, the power line easement is bisected 

by the Pratt Medical Center, so a potential rail corridor following the power line easement would 

have impacts to the hospital campus, including potential impacts to multiple road crossings. 

Many other existing residential structures, recreational facilities, and the Fredericksburg National 

Battlefield would also be impacted by a bypass along the power line easement or U.S. 1. To avoid 

those impacts would require moving the bypass alignment farther west, which would require 

crossing I-95 and possibly U.S. 1 twice. Plus, heavy commercial and residential development 

continues west of I-95 to such an extent as to preclude any reasonable western bypass. A bypass 

alignment utilizing the I-95 median was considered and dismissed due to the need to cross the 

northbound lanes twice, the limited space within the median, topographic and grade challenges, 

and conflicts with existing structures. Therefore, the western bypass alignments were dismissed 

from further consideration. 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\m ap_docs\mxd\Alt_Tech_Report\Fig_5-9_FWB1_ATR_8.5x11.mxd | Last Updated: 09.19.2016

Figure 5-9:

Fredericksburg

West Bypass

Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

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Alignment

Fredericksburg West

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Bypass (FWB 3)

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ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-29 Alternatives Technical Report 

5.4.3.2 East Fredericksburg Bypass Alignment Options

Land on the east of the CSXT main line is also developed, and includes residential, commercial, 

and industrial land uses, extensive historic resources, parks, property protected with 

conservation easements, and other sensitive resources. North of the Rappahannock River, DRPT 

determined the most likely connection to the main line is the Dahlgren Spur. The Dahlgren Spur 

diverges from the existing CSXT main line at Dahlgren junction near milepost (MP) 61, just north 

of the Rappahannock River and extends east parallel to the State Route (SR) 3, a major east-west 

four-lane state highway, bypass to service a quarry and a power plant. This existing single-track 

spur is in good condition and could allow for a connection as part of an eastern bypass alignment. 

There are two existing rail spurs south of Fredericksburg extending to the east, the Deep Run 

(Bowman) spur and the Massaponax Spur. These spurs were considered by DRPT as potential 

starting points for a bypass to connect across the Rappahannock River. In addition, the potential 

for a bypass track to diverge from the CSXT main line farther south was also considered. 

Developing possible east bypass alignments was an iterative process; as alignments were 

developed and evaluated, DRPT identified possible impacts with historic and cultural resources, 

protected lands, existing development, and other sensitive resources. DRPT, seeking to avoid or 

reduce the possible impacts to these resources, continued to develop additional bypass 

alignments by shifting the alignments farther eastward and southward, while continuing to 

connect to the Dahlgren Spur north of the Rappahannock River. However, shifting the bypass 

alignments to the east requires longer bypass alignments, and thereby increases the potential 

impacts, including the number of adjacent and affected properties, the amount of new right-ofway required, costs to construct, and trip time. 

Each east bypass alignment includes adding a main track and improving the existing track on the 

Dahlgren Spur from the CSXT mainline to the point where the bypass turns south on a greenfield 

alignment, adding a connecting wye track to allow north-bound trains on the bypass to head east 

head-first on the Dahlgren Spur and a wye track to allow south-bound trains on the bypass to 

head north on the main line to access the rail-served industries and CSXT yard in Fredericksburg. 

The bypass alignments would also include new 2-track greenfield alignments from the Dahlgren 

Spur south across the Rappahannock River to a point of connection with the CSXT main line or 

other track. All of the eastern bypass alignments would require a new bridge across the 

Rappahannock River to connect to the Dahlgren Spur and then to the CSXT main line to the north. 

The new rail bridge would likely require a 50-foot clearance over the Rappahannock River. 

According to United States Coast Guard (USCG) information included on National Oceanic and 

Atmospheric Administration (NOAA) navigational charts, the Rappahannock River is 

considered navigable as far inland as Fredericksburg. While the channel is not marked between 

Fredericksburg and Port Royal, 100-foot wide, 10-foot deep channels are maintained across 

sandbars in this stretch of the river. The U.S. 301 Bridge in Port Royal and the SR 3 bridge in 

Fredericksburg both provide a minimum of 50 feet of vertical clearance; therefore, DRPT has 

assumed this minimum height clearance over the river would be included for the new railroad 

bridge. At-grade crossings on existing track would be improved, re-routed/closed, or gradeseparated. All at-grade crossings on new greenfield alignment would be re-routed/closed or 

grade separated. 

 5.4.3.3 Deep Run (Bowman) Spur Bypass 

The Deep Run (aka Bowman) Spur extends northeast from the CSXT main line at approximately 

MP 57 to serve the Bowman industrial park. The spur includes an at-grade crossing of SR 2, a 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-30 Alternatives Technical Report 

main east-west route. The Deep Run spur is limited in speed to just 15 mph due to existing 

curvature and several switches and at-grade crossings with no active safety systems in the 

Bowman industrial park. 

 Fredericksburg East Bypass 1A (FEB 1A), as shown on Figure 5-10, leaves the Dahlgren 

Spur near MP 2 and turns south across SR 3, through a quarry site, and across the 

Rappahannock River to connect to an existing branch track within the Bowman Industrial 

Park, then leaves the Industrial Park and connects to the CSXT mainline to the south using 

the Deep Run Spur. The Deep Run Spur is used by a CSXT ethanol transload facility and 

other rail customers located within the Bowman Industrial Park. Due to the alignment 

geometry and multiple tight curves required to connect the Dahlgren Spur to the Deep 

Run Spur, the design speeds are low for this bypass route, approximately 10 to 15 mph. 

 Fredericksburg East Bypass 1B (FEB 1B), follows the same general alignment as FEB 1 

however the track design/alignment was adjusted to reduce the curves and improve train 

design speed for most of the new alignment. This results in a 4.11 mile long bypass that 

bisects the Bowman Industrial Park and several industrial properties. However, due to 

the slower speeds required for the connections to the Dahlgren Spur and the CSXT main 

track to the south, trains using the bypass would not be able to operate at speeds above 

40 mph. 

DRPT reviewed FEB 1A and 1B and determined the bypass curvature on both bypass alignments 

is too tight and unrealistic to support the efficient operation of mainline freight traffic. 

Additionally, these bypass options would have impacts to efficient passenger, commuter, and 

freight train movements on the corridor, because they would require slow-moving freight trains 

on the bypass to enter and exit the mainline south of Fredericksburg in the VRE commuter 

territory between the Crossroads station and the Fredericksburg station. These bypass alignments 

would create cross-traffic conflicts as slow-moving freight trains from the bypass would be 

entering the east side of the main line to head south or leaving the main line to move north on the 

bypass while VRE trains moving north or south would also be seeking to use the east side of the 

corridor. The curving main line corridor between the Deep Run Spur and VRE’s station at 

Spotsylvania, does not provide sufficient space or tangent track for suitable crossovers to alleviate 

the cross-traffic conflicts. Therefore, DRPT dismissed FEB 1A and 1B from further consideration. 

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\m ap_docs\mxd\Alt_Tech_Report\Fig_5-10_FEB1_A TR_8.5x11.mxd | Last Updated: 10.05.2016

Figure 5-10:

Fredericksburg

East Bypass (FEB 1)

Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

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II3 Amtrak/VRE Station

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Bypass (FEB 1)

Alignment

Fredericksburg East

Bypass (FEB 1B)

Alignment

County Boundaries

Existing Track
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-32 Alternatives Technical Report 

5.4.3.4 Massaponax Spur Bypasses 

The Massaponax Spur extends southeast and then northeast from the CSXT main line near MP 

55, just north of the VRE Spotsylvania Station (under construction) and VRE’s train maintenance 

and storage facility at Crossroads. The spur served a quarry and other industrial facilities along 

Billy Days Road, just south of the Rappahannock River. The existing spur is in poor condition, 

and some of the existing track leading into the quarry site has been removed. Bypass alignments 

using the Massaponax Spur would reconstruct the spur track and would also construct a 

southbound wye connection to the main line. 

 Fredericksburg East Bypass 2 (FEB 2), as shown on Figure 5-11, was developed to extend 

from the end of the existing Massaponax Spur north across the Rappahannock River and SR 

3 and connect to the Dahlgren Spur near MP 4. The crossing of the Rappahannock River on 

the north side would occur between a wastewater treatment plant and a parcel with a 

conservation easement and would likely require some property currently within the 

conservation easement. FEB 2 would be 8.66 miles long. 

 Fredericksburg East Bypass 2A (FEB 2A), as shown in Figure 5-12, was developed to avoid 

acquiring land under conservation easement on the north side of the Rappahannock River 

that is clipped by FEB 2. FEB 2A diverges from the Massaponax Spur just north of SR 2 and 

runs along the northwest side of Ruffin’s Pond before crossing the Rappahannock River and 

SR 3, and connects to the Dahlgren Spur near MP 6. FEB 2A would be 9.7 miles long. 

 Fredericksburg East Bypass 3 (FEB 3), as shown in Figure 5-13, was developed to avoid or 

reduce impacts to Ruffin’s Pond, the Spotsylvania Soccer Complex, and the Belvedere 

conservation easement. East Bypass 3 diverges from the Massaponax Spur just east of Jim 

Morris Road, then crosses U.S. 17 and parallels U.S. 17 and Belvedere Drive before crossing 

the Rappahannock River and SR 3 and connecting with the Dahlgren Spur near MP 7. FEB 3 

would be 10.34 miles long. 

Similar to the Deep Run Spur alignments (FEB 1A and 1B), the Massaponax Spur alignments 

would create cross-traffic conflicts as slow-moving freight trains from the bypass would be 

entering the east side of the main line to head south while VRE trains moving north or south 

would also be seeking to use the east side of the corridor. Northbound freights seeking to use the 

bypass would need to be on the east track and slow down to move from the main line to the 

bypass, blocking VRE train movements to their Spotsylvania station and maintenance yard. The 

curving main line corridor between the Deep Run Spur and VRE’s station at Spotsylvania, does 

not provide sufficient space or tangent track for suitable crossovers to alleviate the cross-traffic 

conflicts. Therefore, DRPT dismissed FEB 2, 2A, and 3 from further consideration. 
\\cltsmain\gis_data\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-13_FEB2_ATR_8.5x11.mxd | Last Updated: 08.02.2016

Figure 5-11:

Fredericksburg

East Bypass (FEB 2)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

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\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-14_FEB2A_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-12:

Fredericksburg

East Bypass (FEB

2A) Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

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I3 VRE Station

II3 Amtrak/VRE Station

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Bypass (FEB 2A)

Alignment

Existing Track

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Figure 5-13:

Fredericksburg

East Bypass (FEB 3)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

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! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Fredericksburg East

Bypass (FEB 3)

Alignment

Existing Track

County Boundaries D a h l g r e n S p u r

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ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-36 Alternatives Technical Report 

5.4.3.5 Additional Eastern Bypass Alignments 

DRPT determined that alignments that use the Massaponax Spur could impact VRE train 

movements entering /leaving the VRE Spotsylvania Station and the VRE train maintenance and 

storage facility at Crossroads near MP 53, as slow-moving freight trains entering or leaving the 

Deep Run Spur or Massaponax Spur to/from the south would temporarily block trains from 

entering or leaving the VRE facilities. To avoid this impact to VRE’s commuter rail operations, 

DRPT developed additional alignments joining from the main line south of the VRE Crossroads 

facility near MP 52.

 Fredericksburg East Bypass 4A (FEB 4A), as shown in Figure 5-14, diverges south of the 

VRE Crossroads facility and heads north on new alignment to connect to the Massaponax 

Spur, and then cross the Rappahannock River in the same manner as FEB 2 to connect to 

the Dahlgren Spur. FEB 4A would be 9.08 miles long. The crossing of the Rappahannock 

River on the north side is shifted slightly from FEB 2 to reduce potential impacts to a parcel 

with a conservation easement north of the river. FEB 4A has a slow speed wye connection 

at the southern end for south-bound trains on the bypass entering the main line to head 

north. 

 Fredericksburg East Bypass 4B (FEB 4B), as shown in Figure 5-15, diverges from the main 

line south of the VRE Crossroads facility the same as FEB 4A and then runs on new 

alignment parallel to an existing power line easement and across the Rappahannock River 

in the same manner as FEB 3 to connect to the Dahlgren Spur. The wye connection at the 

southern end for south-bound trains on the bypass entering the main line to head north 

would occur between the VRE Spotsylvania Station and the Crossroads yard. FEB 4B 

would be 12.85 miles long. 

 Fredericksburg East Bypass 5 (FEB 5), as shown in Figure 5-16, diverges from the main 

line near Summit, south of MP 52, and then heads northeast on new alignment to parallel 

the Spotsylvania County line, crossing the Rappahannock River in the same manner as 

FEB 4B to connect to the Dahlgren Spur. FEB 5 would be 12.12 miles long. 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-16_FEB4A_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-14:

Fredericksburg

East Bypass (FEB

4A) Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d

C o u n t y

Legend

! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Fredericksburg East

Bypass (FEB 4A)

Alignment

Existing Track

County Boundaries D a h l g r e n S p u r

C a r o l i n e

C o u n t y
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Figure 5-15:

Fredericksburg

East Bypass (FEB

4B and FEB 4C)

Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d 

C o u n t y

D a h l g r e n S p u r

C a r o l i n e

C o u n t y

Legend

Fredericksburg East

Bypass (4B)

Alignment

I3 VRE

II3 Amtrak/VRE

! CSXT

Existing

County

Fredericksburg East

Bypass (4C)

Alignment
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-17_FEB5_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-16:

Fredericksburg

East Bypass (FEB 5)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d

C o u n t y

Legend

! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Fredericksburg East

Bypass (FEB 5)

Alignment

Existing Track

County Boundaries D a h l g r e n S p u r

C a r o l i n e

C o u n t y
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-40 Alternatives Technical Report 

5.4.3.6 Additional East Bypass Options Developed After December 2015 

DRPT held public information meetings in December 2015 that included descriptions of the 

preceding Fredericksburg eastern bypass options. Based on public comments and review of 

additional information, DRPT determined FEB 5 would cross conservation lands, developed 

lands, and potentially impact historic and cultural resources. DRPT subsequently developed 

additional east bypass alignments, seeking to reduce potential impacts. DRPT also increased the 

design speed of these additional east bypass alignments as they were less constricted by existing 

rail spurs, development and protected lands compared to bypass alignments closer to 

Fredericksburg. 

 Fredericksburg East Bypass 4C (FEB 4C), also shown in Figure 5-15, was developed in 

response to public comments received on bypass options 4A and 4B, and to address 

potential issues with the wye connections at the southern end. FEB 4C follows the 

alignment of FEB 4A from the main line south of the VRE Crossroads facility to the 

Dahlgren Spur. There is no wye connection at the southern end of the bypass allowing 

trains to move from the bypass north onto the main corridor. Rather southbound bypass 

trains would access the existing Massaponax Spur to move north onto the main track. FEB 

4C is 13.14 miles long, not including the Massaponax Spur connection. 

 Fredericksburg East Bypass 5A (FEB 5A), as shown in Figure 5-17, was developed by 

DRPT to diverge from the Dahlgren Spur in the same manner as FEB 5, then shift slightly 

west to cross the Rappahannock River west of Belvidere Plantation, then running 

southerly into Caroline County before turning westerly to connect to the CSXT main line 

just slightly south of the FEB 5 connection. The alignment has a passenger design speed 

of 70 mph on the greenfield portion of the alignment; the bypass portion is 11.91 miles 

long. 

 Fredericksburg East Bypass 5B (FEB 5B), also shown on Figure 5-18, is similar to FEB 5A, 

with a wider curve to the southeast. The wider curve allows for a passenger train design 

speed of 80 mph on the greenfield portion of the alignment. FEB 5B would be 12.10 miles 

long. 

 Fredericksburg East Bypass 6A (FEB 6) shifts farther east to reduce possible impacts to 

conservation lands and potential historic resources; the bypass alignment uses the 

southerly connection to the CSXT mainline used in FEB 5A and 5B, but shifts the 

connection to the Dahlgren Spur eastward. Three options were developed for crossing the 

Rappahannock River and connecting to the Dahlgren Spur, shown in Figure 5-19, and 

labeled Fredericksburg East Bypass 6A, 6B, 6C, and 6D. 

As previously mentioned, Western Bypass Alignments were considered but eliminated by DRPT 

from further consideration due to large numbers of impacts to existing historic resources and 

existing land use and infrastructure. DRPT also determined that eastern bypass alignments FEB 

1A, FEB 1B, FEB 2, FEB 2A, and FEB 3 had rail operational inefficiencies and would not meet the 

Project’s purpose and need. The remaining Fredericksburg eastern bypass alignments – FEB 4A, 

FEB 4B, FEB 5, FEB 5A, FEB 5B, FEB 6A, FEB 6B, and FEB 6C, were carried forward for Stage I, II, 

and III screening. The results of screening these bypass alignments are presented in Chapter 6. 

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-18_FEB5A_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-17:

Fredericksburg

East Bypass 

(FEB 5A) 

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d

C o u n t y

Legend

! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Fredericksburg East

Bypass (FEB 5A)

Alignment

Existing Track

County Boundaries D a h l g r e n S p u r

C a r o l i n e

C o u n t y
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Figure 5-18:

Fredericksburg

East Bypass (FEB

5B) Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d 

C o u n t y

D a h l g r e n S p u r

C a r o l i n e

C o u n t y

Legend

! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Fredericksburg East

Bypass (FEB 5B)

Alignment

Existing Track

County Boundaries
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\m ap_docs\mxd\Alt_Tech_Report\Fig_5-19_FEB6_A TR_8.5x11.mxd | Last Updated: 10.05.2016

Figure 5-19:

Fredericksburg

East Bypass (FEB 6)

Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

S p o t s y l v a n i a

C o u n t y

S t a f f o r d 

C o u n t y

Legend

! CSXT Mileposts

I3 VRE Station

II3 Amtrak/VRE Station

Existing Track

FEB 6 - 6A

FEB 6 - 6B

FEB 6 - 6C

FEB 6 - 6D

County Boundaries D a h l g r e n S p u r

C a r o l i n e

C o u n t y
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-44 Alternatives Technical Report 

5.5 ASHLAND AREA 

The Town of Ashland, in Hanover County, is approximately 17 miles north of Richmond. The rail 

corridor through Ashland consists of two main tracks extending at-grade through the historic 

center of Ashland, bisecting Center Street (also known as Railroad Avenue for a portion of its 

length) lengthwise for 1.77 miles between Vaughan Road/Archie Cannon Road12 (north) and 

Ashcake Road (south). This area is part of an essentially straight stretch of track several miles 

long. CSXT has set civil speed restrictions through town of 35 mph daytime and 45 mph nighttime 

and weekends. The CSXT right of way through town narrows to approximately 25 feet wide; the 

edge of the right of way is marked by concrete curbs abutting the north and south travel lanes of 

Center Street. On the outside of the travel lanes for most of Center Street is a lane used for parallel 

parking; in some blocks, no parallel parking is available due to insufficient space, driveway 

access, or landscaping. Land use abutting the rail corridor includes Randolph Macon College and 

single family residential on the north end of town, the historic commercial center, and multifamily residential and historic single-family housing south of the commercial center. Ashland’s 

passenger station sits between the college and the Town’s commercial center, just north of SR 54, 

and consists of two irregular brick platforms extending from the old station building north to 

College Avenue; there are no other station amenities. The west side platform is approximately 

500 feet in length and varies in width between approximately 4.5 feet on the south end and 12 

feet in the center and north end. The east side platform is approximately 500 feet in length and is 

approximately 4 to 6 feet in width. Platform height is approximately top of rail tie. A single 3 feet 

wide at-grade pedestrian crossing connects the two platforms at the old station building. The 

train station building adjacent to the west platform is currently used as the Town’s visitor center 

and provides no passenger amenities. Center Street has one travel lane and one parallel parking 

lane each direction through most of the college and commercial center, and drops in width to a 

single travel lane in each direction with no street parking at the southern end of town, just north 

of Ashcake Road. There is a main east-west roadway (SR 54) crossing the rail corridor at-grade in 

the center of town immediately south of the station, plus at-grade road intersections at Vaughan 

Road, W. Patrick Street, College Avenue, Myrtle Street, Francis Street, and Ashcake Road. In 

addition, there are eleven pedestrian at-grade crossings consisting of platforms three feet wide 

placed perpendicular between the rails and generally placed mid-block. The pedestrian crossings 

do not have crossing warning devices. 

DRPT, based on prior corridor studies as reported in Chapter 2, 3 and 4 of this document, has 

assumed an additional main track is necessary on the corridor, including through Ashland, to 

provide needed capacity, improve reliability, and improve travel time. DRPT explored multiple 

local alignment options to meet the Project’s capacity, reliability, and travel time needs through 

Ashland. DRPT also evaluated multiple station options (described in Section 8 of this report) in 

concert with the alignment options, including improving the existing downtown station, 

relocating the station to just outside of Ashland, and closing the station. The local alignment 

options are summarized below: 

 

12 Vaughan Road crosses the CSXT rail corridor at-grade just north of the developed portion of Ashland and extends 

westerly. The road is known as Archie Cannon Road on the east side of the tracks, and extends to U.S. Route 1. 

Hereinafter, this at-grade crossing is referred to as the Vaughan Road crossing. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-45 Alternatives Technical Report 

5.5.1 No Additional Track (Minor Improvements) in Ashland 

This option includes improvements to signals and communications systems, at-grade crossing 

safety systems, the addition of crossovers between existing and new main line tracks north and 

south of Ashland, and other minor rail infrastructure improvements. There would be no 

additional track added through Ashland; a third main track would be added to the corridor north 

of Vaughan Road and south of Ashcake Road as described in Chapter 9. The CSXT train speed 

restriction for trains entering Ashland would remain in place. The existing road and pedestrian 

at-grade crossings in Ashland would be subject to detailed evaluations for safety (see Chapter 4 

of the Draft EIS) and may require additional safety measures (see Chapter 7 of this document and 

Chapter 4 of the Draft EIS). 

The ability of this option to support the Project’s Purpose and Need by providing sufficient 

capacity, reliability, and frequency of passenger train service is not yet determined. Pending 

completion of rail operations modeling and other analyses, DRPT determined this option would 

be evaluated further in the Draft EIS. 

5.5.2 Adding a Track Through Ashland 

DRPT evaluated the possibility of adding a third track through Ashland along the existing CSXT 

right-of-way, i.e. continuing the proposed third track north of Ashland through the town and 

connecting to the third track continuing south to Richmond. The Maximum Speed Alignment, 

Improved Speed Alignment, and Existing Speed Alignments (east and west) were evaluated to 

add a third track through Ashland. These optional alignments were screened following the Stage 

I, II and III process used by DRPT along the entire corridor (see Chapter 6 of this report). Given 

the straight track alignment through and immediately beyond Ashland, there is no substantive 

difference in these alignments within the Town beyond evaluating an east, west, or centered 

additional track. 

DRPT recognized that all of these third track alignments would require additional right of way, 

change vehicle and pedestrian travel patterns in the town and would also affect historic and 

community resources in the area. The existing right-of-way through town is occupied by the two 

existing tracks, and any addition of a third main track would occupy space already used by 

roadway and/or parking (Figures 5-20 and 5-21), as well as occur within a Historic District and 

in proximity to other historic resources. If track is added at-grade, and the existing roadway 

and/or parking converted to track is replaced, additional right of way would be required, 

potentially affecting historic resources. The DC2RVA Project also includes improvements to the 

existing Ashland Station platforms, including expanding the platforms on both sides of the track 

to meet the BOD; if a third track is added, the track would need to shift outward at the station to 

accommodate an island platform requiring additional right or way. DRPT considered the 

following options for adding a track at-grade with station improvements through the Town of 

Ashland: 

 Adding one track on the west side – A single track would be added on the west side of 

the existing corridor. This option would impact the train station building (a possible 

historic resource now used as a visitor’s center) and occupy the travel lane of southbound 

Center Street. The adjacent parking lane would be converted into a travel lane. 

 Adding one track on the east side – A single track would be added on the east side of the 

existing corridor. This option does not directly affect any buildings, but would occupy the 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-46 Alternatives Technical Report 

travel lane of northbound Center Street. The adjacent parking lane would be converted 

into a travel lane, with the exception of the area between Route 54 and Maiden Lane, 

where access to Center Street would be closed and access to parcels fronting on Center 

Street provided from side streets. 

 Adding one track and shifting the existing two tracks to center the three tracks – This 

option would impact the train station building and occupy a portion of both the northbound and south-bound travel lanes of Center Street. The adjacent parking lanes would 

be converted into north and southbound travel lanes. 

DRPT recommended that the addition of a third track through town along the east side of the 

existing tracks should be evaluated in greater detail as it was the only at-grade option that did 

not impact the train station building, and presented this recommendation to the public along with 

other potential alternative screening results in December 2015. DRPT received comments 

addressing potential impacts of adding a third track along the east side of the existing tracks, 

including concerns about impacts to parking, business access along northbound Center Street, 

and the need for additional right of way. Comments were also received regarding potential 

impacts from expanding the station platforms at their current location, including effects on 

parking, access, traffic patterns, and the need for additional right of way. In response to these 

comments, DRPT developed a modified option for adding a track at-grade through Ashland: 

 Adding one track and shifting the existing two tracks to center the three tracks AND 

remove the station – similar to the center three track option above, this option would 

impact the train station building while maintaining travel lanes along Center Street, with 

reduced additional right of way required. 

DRPT therefore decided to advance both at-grade options – adding one track along the east with 

station improvements and adding one track and centering three tracks without a station – into 

further screening and evaluation. 

 
Figure 5-20 

Ashland Track 

Option:

At Grade

Centered
Figure 5-21

Ashland Track 

Option:

At Grade

Off Center
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-49 Alternatives Technical Report 

During DC2RVA scoping, several additional alignment options through Ashland were suggested 

by the public in lieu of adding a third track at-grade through town: 

Ashland Elevated Options: Raise 1, 2, or all 3 track(s) on an elevated structure along the current 

alignment through Ashland. The elevated structure would extend from approximately just north 

of Vaughan Road to just south of Ashcake Road. The raised track would extend almost another 

mile north and south along a raised berm before joining the existing at-grade rail corridor in order 

to maintain an acceptable gradient. 

 Elevate 1 Track – Elevate 1 track above the existing 2 at-grade tracks from Vaughan Road 

to Ashcake Road (Figure 5-22). Passenger trains serving the Ashland Station and some 

freight trains would continue through town on the existing 2 tracks. The elevated 

structure would need to have 24 feet 3 inches clearance over the existing tracks, be 

approximately 64 feet wide to span the existing tracks, and be 9,500 feet long to clear both 

Vaughan and Ashcake Roads. Ramps up to the structure north and south would be 

approximately 4,000 feet long at each end to maintain a grade suitable for passenger 

trains. 

 Elevate 2 Tracks – Elevate 2 tracks above the existing 2 at-grade tracks from Vaughan 

Road to Ashcake Road (Figure 5-23). The track would serve as a bypass for both through 

freight and passenger trains, allowing passage through Ashland without speed 

restriction. The existing 2 tracks at-grade would remain in service and be used by 

passenger trains serving the Ashland Station. A 2-track elevated structure would also 

need to have 24 feet 3 inches feet clearance over the existing tracks, be approximately 64 

feet wide and 9,500 feet long. Ramps up to the structure north and south would be 

approximately 4,000 feet long at each end to maintain a grade suitable for freight and 

passenger trains. 

 Elevate 3 Tracks – Elevate 3 tracks above the existing right of way, and remove the 2 atgrade tracks (Figure 5-24). The elevated 3 tracks would be co-mingled passenger and 

freight. This option would require an elevated station, a relocated station outside of the 

elevated alignment, or no station. The structure would need to have 24 feet 3 inches 

clearance over the existing tracks, and be approximately 64 feet wide and 9,500 feet long. 

Ramps up to the structure north and south would be approximately 4,000 feet long to 

maintain a grade suitable for freight and passenger trains. 

The elevated structure to carry a freight or passenger train above the existing at-grade right of 

way would require a fairly substantial system of support columns. If a single track elevated 

structure is constructed using a standard H-pattern of support columns over the existing tracks, 

the support columns would occupy portions of both travel lanes of Center Street, adversely 

affecting travel capacity and/or parking along Center Street (see Figure 5-22). Alternatively, if 

the elevated structure is supported by support columns in a T-pattern placed between the existing 

tracks, then the tracks must be shifted outward to maintain a safe distance from the support 

structures, again resulting in loss of most of the travel capacity and/or parking along Center 

Street. If a 2-track or 3-track elevated structure is built, the support columns and structure become 

larger, and would likely close both travel lanes of Center Street, although some parking or other 

use may be possible between the columns. A 3-track structure would include the removal of the 

2 existing at-grade tracks, potentially making the space occupied by the tracks available for 

replacement travel lanes. It is possible a temporary rail bypass around 

 
Figure 5-22

Ashland Track 

Option:

Above Grade 1
Figure 5-23

Ashland Track 

Option:

Above Grade 2
Figure 5-24

Ashland Track 

Option:

Above Grade 3
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-53 Alternatives Technical Report 

Ashland would be required during construction of a 3-track elevated structure to avoid impacts 

to the existing rail system. An elevated train increases the potential for visual and noise impacts. 

Elevated structures are more expensive to build, maintain, and operate than at-grade track 

systems. Therefore, based on likely temporary/construction and permanent impacts to rail and 

road traffic, historic resources, the community, and potential costs, DRPT determined that an 

elevated rail structure through Ashland was not practical or feasible, and would be eliminated 

from further consideration and will not be carried forward into the screening process described 

in Chapter 6. 

Ashland Below Grade Options: Bury 1, 2, or 3 track(s) in a tunnel along the current alignment 

through Ashland. The tunnel structure would extend from approximately north of Vaughan 

Road to south of Ashcake Road, and ramps back to the surface would extend even farther north 

and south in order to maintain an acceptable track gradient for passenger and/or freight trains. 

The tunnel structure and roof would be robust enough to support the overburden and existing 

track and/or roadway on top. The tunnel would require lighting, emergency access including intunnel walkways and stairs to the surface, ventilation systems, and drainage systems (Figures 5-

25 and 5-26). DRPT considered two types of tunnel structure: a cut and cover tunnel, in which a 

deep trench is excavated from the surface, tunnel walls, floor and ceiling constructed, and then 

the ground cover replaced over the tunnel roof; and a deep bore tunnel, in which a tunnel boring 

machine excavates a much deeper tunnel end to end while walls, floor and ceiling are constructed 

as the tunnel bore progresses. 

Tunnel options include: 

 1-Track Tunnel – Bury 1 track on the east of the existing 2 at-grade tracks from Vaughan 

Road to Ashcake Road (Figure 5-27). The tunnel track would be for through freight 

and/or passenger trains not serving Ashland; this would allow the through trains to 

proceed through (beneath) town at greater speed, reducing their travel time. Passenger 

trains serving the Ashland Station and some freight trains would continue through town 

on the existing 2 tracks, and be subject to the existing speed restriction. 

 2-Track Tunnel – Bury 2 tracks – one east and one centered - from Vaughan Road to 

Ashcake Road (Figure 5-28). The tunnel track would serve as a bypass for both through 

freight and passenger trains, allowing passage through (beneath) Ashland without speed 

restriction. The existing 2 tracks at-grade would remain in service and be used by 

passenger trains serving the Ashland Station. 

 3-Track Tunnel - Bury 3 tracks below the existing right of way, and remove the 2 at-grade 

tracks (Figure 5-29). The 3 tunnel tracks would be co-mingled passenger and freight. This 

option would require an underground passenger station, relocation of the station outside 

of the tunnel and ramp alignment, or closure of the station. 

A railway tunnel is costly to construct and maintain, particularly in comparison to a surface rail 

corridor. A single-track tunnel provides similar capacity to the corridor through Ashland as 

adding one track at-grade. A two-track tunnel provides additional capacity and operational 

flexibility for trains moving between the surface corridor and tunnel. A three-track tunnel would 

basically replace the existing at-grade corridor, and greatly exceeds the infrastructure necessary 

to meet the Purpose and Need. Given the likely high costs of a tunnel option, DRPT determined 

to evaluate a single-track tunnel. 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-54 Alternatives Technical Report 

FIGURE 5-25: EXAMPLE OF VENTILATION BUILDING 

FIGURE 5-26: EXAMPLE OF EMERGENCY ACCESS GRATE 
Figure 5-27 

Ashland Track 

Option:

Below Grade 1
Figure 5-28

Ashland Track 

Option:

Below Grade 2
Figure 5-29

Ashland Track 

Option:

Below Grade 3
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-58 Alternatives Technical Report 

Ashland Cut and Cover Tunnel 

The cut and cover tunnel structure would be constructed on the east of the existing alignment, 

underneath the northbound travel and parking lane of Center Street (Figure 5-30). The tunnel 

would extend approximately 12,800 feet in length from just north of Vaughan Road to just south 

of Stony Run, approximately 3,300 feet south of Ashcake Road. The additional distance south of 

Ashcake Road is necessary to avoid placing the southern portal of the tunnel in a designated 

floodplain from the tributary of Stony Run. In addition to the covered portion of the tunnel, there 

would be an open cut with ramps extending back to the surface extending approximately 5,000 

feet north and south at each end to maintain an acceptable gradient for freight trains13. The tunnel 

structure and roof would be robust enough to support the existing track and/or roadway on top. 

The tunnel structure would be approximately 22 feet wide by 30 feet tall, and be a minimum of 5 

feet below existing surface grade. The interior opening would be 18 feet wide by 25 feet tall, with 

2-foot walls and 2.5-foot floors and ceilings. The tunnel would be provided with ventilation and 

drainage, as well as emergency access portals located periodically along Center Street. 

The tunnel would require an approximately 25 to 30-foot-wide trench for construction, which 

would close northbound Center Street/Railroad Avenue for the duration of construction. Once 

the tunnel has been constructed, Center Street/Railroad Avenue above would be reconstructed 

and reopened for vehicular traffic. Cross streets can be maintained open for traffic during most 

of the construction, although periodic delays and closures would be required at certain stages of 

construction. 

At each end of the tunnel would be an open cut approach section of approximately 5,000 feet 

length, where the track drops in grade from the surface to the tunnel floor. The majority of this 

transition area will be lined with retaining walls of ever increasing depth, until the point where 

adequate clearance is reached for trains to enter the tunnel. The tunnel roof must be deep enough 

to support the loads (roadway, railroad, buildings) that are transmitted to the new tunnel. There 

must also be sufficient space between the tunnel and the surface for utilities to pass. 

The tunnel would require periodic access to the surface for emergency stairways and ventilation 

systems. Emergency access from the tunnel must be provided every 2,500 feet per requirements 

set forth in NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems, Section 6.3 

Emergency Egress. The 12,800-foot tunnel would require 4 to 5 emergency access shafts, each 

slightly offset from the main tunnel alignment – the emergency access shafts would join the main 

tunnel along its east side. Each emergency access shaft would be sized to fit a stairwell from the 

tunnel to the surface; the emergency access shaft would open at the surface into a small building 

or other portal cover (see Figure 5-26). 

 

 

13 The ruling grade of the CSXT rail corridor is 0.8%; tunnel ramps and gradients were designed to match the ruling 

grade. 
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TOWN OF

ASHLAND

HANOVER COUNTY

HENRICO COUNTY

SOUTH APPROACH RAMP

(CFP 13.2 - CFP 12.3)

CUT AND COVER PORTAL (CFP 13.2)

CUT AND COVER PORTAL (CFP 15.7)

NORTH APPROACH RAMP

(CFP 16.6 - CFP 15.7)

Ashland Station

CFP 009

CFP 022

CFP 018

CFP 016

CFP 012

CFP 014

CFP 008

CFP 021

CFP 015

CFP 007

CFP 017

CFP 013

CFP 011

CFP 019

CFP 010

CFP 020

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_5-30_AshlandCutCoverTunnel_11x17_ATR.mxd | Last Updated: 08.11.2017

Basemap Source: ESRI World

Topographic Map, 2013-2015

VGIN Aerial Imagery

Legend

! CSXT Mileposts

Existing Stations

Figure 5-30

Ashland

Cut and Cover Tunnel

Proposed Tunnel

Construction

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

[ Washington, D.C. Washington, D.C.

Richmond Richmond

(!

!

!

!

Cut and Cover Portal

(CFP 13.2)

Begin Ramp

(CFP 12.3)

CFP 013

!

!

!

End Ramp

(CFP 16.6)

Cut and Cover Portal

(CFP 15.7)

CFP 016

!

Existing Track

Proposed New Track

Proposed Shifted Track

Ashcake Road

Vaughan Road

Stony Run

Stony Run
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-60 Alternatives Technical Report 

The tunnel would also require sufficient ventilation to clear the tunnel of train exhaust; this would 

likely require multiple ventilation shafts to allow for multiple vent zones. At a minimum, 

ventilation facilities would be needed near the ends and midpoint of the tunnel. The ventilation 

facilities would consist of a separate building housing fans and an exhaust system. The midpoint 

of the tunnel would be located approximately underneath the center of town near the RandolphMacon College campus. 

Constructing a cut and cover tunnel through Ashland would adversely impact rail operations 

and the town during construction. The tunnel would require an approximately 25 to 30-foot-wide 

cut and cover trench. In order to dig the trench adjacent to the existing tracks and buildings, 

support of excavation walls will be required. Piles for the walls will likely need to be driven or 

drilled immediately adjacent to the nearest track, requiring a temporary track outage, leaving 

only one operating track during construction activities. Utilities would need to be re-routed 

around the construction zone during excavation. An area of approximately four acres would be 

required at the tunnel portal for construction staging. Approximately 435,000 cubic yards (CY) of 

earthen material would be removed from the tunnel; this material would likely expand upon 

excavation by 30% or more, requiring transport and placement (reuse or disposal) of 

approximately 566,000 CY of material. The cut and cover tunnel would likely be constructed in 

sections to reduce impacts on the town; however, such a phased approach would still require 

closure of the nearest track for the duration of construction, creating a bottleneck for rail traffic. 

Construction could last two years or longer. 

Although the potential impacts from constructing a cut and cover tunnel through Ashland could 

be substantial, most of the impacts would be temporary for the duration of construction only. 

Permanent impacts would occur from the areas occupied by the north and south entry portals, 

and the presence and operation of the ventilation facilities and emergency access structures or 

grates. DRPT therefore decided to carry a cut and cover tunnel option into the screening process 

for further evaluation. 

Bore Tunnel 

DRPT evaluated two approaches to a bore tunnel through Ashland: a tunnel located at or just 

above bedrock and a tunnel through the underlying rock layer. A minimum 33 feet 4 inch 

diameter tunnel would be bored for double stack freight train clearance with additional clearance 

for catenary above the freight train. Available geotechnical information indicates bedrock is 

approximately 50 feet below the surface; the material above the rock is unconsolidated soil mixed 

with rock. Developing a bore tunnel through unconsolidated materials can be problematic, as the 

material is more prone to sifting and settling than tunneling through rock. Bore tunnels typically 

require a depth of cover material above top of tunnel equal to a minimum of 1 to 1.5 times tunnel 

diameter to avoid surface settling; a bore tunnel through Ashland should therefore have 

approximately 33 to 50 feet of cover above the top of tunnel. A bore tunnel through the 

unconsolidated material on top of the bedrock would therefore not be practical, as cover over the 

tunnel (approximately 16 to 17 feet) would be substantially less than the minimum. DRPT 

therefore decided to eliminate a bore tunnel through the unconsolidated material and consider a 

tunnel through the underlying rock layer. 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-61 Alternatives Technical Report 

The bore tunnel into rock would begin north of Vaughan Road with an open cut ramp section 

descending into a cut and cover tunnel and then into the bored mid-section through the 

underlying rock layer beneath the town (Figure 5-31). At the south end, there would be a similar 

open cut ramp descending to a cut and cover section leading into the bore tunnel mid-section. 

The total length of the structure (ramps and tunnel) would be approximately 21,420 feet, as 

follows: 

 North tunnel approach ramp @ 1,360 feet 

 North cut & cover tunnel @ 3,070 feet 

 Bore tunnel in rock @ 12,600 feet 

 South cut & cover tunnel @ 1,840 feet 

 South tunnel approach ramp @ 2,550 feet 

The north cut and cover tunnel portion would be north of Vaughan Road, the bore tunnel in rock 

would extend from north of Vaughan Road to just north of Stony Run, and the south cut and 

cover section would continue from north of Stony Run to Gwathmey Church Road. The total 

tunnel length (cut & cover and bored) would be approximately 17,510 feet long. The south tunnel 

approach ramp is located in a 100-year floodplain along a tributary to Stony Run, and would 

require either floodgates at the south tunnel portal, an extension of the tunnel to the south beyond 

the floodplain, or re-routing the tributary slightly north over the cut and cover section where it 

crosses the rail corridor. 

The top of the bore tunnel in rock would have approximately 10 feet of rock cover for ease of 

tunneling and stabilization for the tunnel boring machine. This would provide approximately 60 

feet of total cover for the center section of the tunnel. 

The tunnel would require periodic access to the surface for emergency stairways and ventilation 

systems. Emergency access from the tunnel must be provided every 2,500 feet per requirements 

set forth in NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems, Section 6.3 

Emergency Egress. The 17,510-foot tunnel would require 7 emergency access shafts, each slightly 

offset from the main tunnel alignment – the emergency access shafts would join the main tunnel 

along its east side. Each emergency access shaft would be sized to fit a stairwell from the tunnel 

to the surface; the emergency access shaft would open at the surface into a small building or other 

portal cover. 

The tunnel would also require sufficient ventilation to clear the tunnel of train exhaust; this would 

likely require multiple ventilation shafts to allow for multiple vent zones. At a minimum, 

ventilation facilities would be needed near the ends and midpoint of the tunnel. The ventilation 

facilities would consist of one or more separate buildings housing fans and an exhaust system, 

connected to the tunnel by a ventilation shaft. The midpoint of the tunnel would be located 

approximately underneath the center of town near the Randolph-Macon College campus. 

A bore tunnel in rock would require a construction zone of 3 to 4 acres at each end of the tunnel 

where the boring machine could be assembled/disassembled, plus additional space for 

equipment and materials staging. Approximately 565,900 CY of material will be bored from the 

tunnel boring machine, with an additional 180,700 CY of material excavated for the cut and cover 

and ramp portions of the tunnel. With a swell factor of 30% for earthen material, and 50% for 

rock, 1,083,760 CY of materials will be produced from the excavation for the tunnel. 
!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!(

!

!

!

!

!

!

TOWN OF

ASHLAND

HANOVER COUNTY

HENRICO COUNTY

SOUTH TUNNEL APPROACH RAMP

(CFP 12.9 - CFP 12.5)

SOUTH CUT AND COVER PORTAL

(CFP 13.3 - CFP 12.9)

BORE TUNNEL IN ROCK

(CFP 15.7 - CFP 13.3)

NORTH CUT AND COVER PORTAL (CFP 16.2 - CFP 15.7)

NORTH TUNNEL APPROACH RAMP

(CFP 16.5 - CFP 16.2)

Ashland Station

CFP 020

CFP 010

CFP 019

CFP 011

CFP 013

CFP 017

CFP 007

CFP 015

CFP 021

CFP 008

CFP 014

CFP 012

CFP 016

CFP 018

CFP 022

CFP 009

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_5-31_AshlandBoreTunnel_11x17_ATR.mxd | Last Updated: 08.11.2017

Basemap Source: ESRI World

Topographic Map, 2013-2015

VGIN Aerial Imagery

Legend

! CSXT Mileposts

Existing Stations

Figure 5-31

Ashland

Bore Tunnel in Rock

Proposed Tunnel

Construction

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

[ Washington, D.C. Washington, D.C.

Richmond Richmond

(!

!

!

!

!

End Cut & Cover Portal,

Begin Deep Bore Tunnel

(CFP 13.3)

End Ramp,

Begin Cut & Cover Portal

(CFP 12.9)

Begin Ramp

(Open Trench)

(CFP 12.5)

CFP 013

!

!

!

! End Ramp

(CFP 16.5)

End Cut & Cover Portal,

Begin Ramp

(CFP 16.2)

End Deep Bore Tunnel,

Begin Cut & Cover Portal

(CFP 15.7)

CFP 016

!

Existing Track

Proposed New Track

Proposed Shifted Track

Ashcake Road

Vaughan Road

Stony Run

Stony Run
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-63 Alternatives Technical Report 

A tunnel boring machine (TBM) would be assembled at one portal and construction would then 

progress toward the other portal. The size and length of the machines used for mined tunnels are 

substantially larger than those used for cut-and cover, so the staging areas at each portal will need 

to be much larger; three to four acres are required at each portal for assembly and disassembly of 

the TBM. All waste material is brought out through the starting portal, and all tunnel lining 

material is brought into the tunnel through the same portal. The majority of visible activities are 

concentrated in one place. 

A bore tunnel in rock would have fewer construction impacts within the Town of Ashland as the 

length of cut and cover tunnel sections are reduced in comparison to an all cut and cover tunnel. 

The construction impacts would be temporary for the duration of construction only. Permanent 

impacts would be from widened or offset tracks approaching/departing the tunnel ramps and 

from the presence and operation of the ventilation facilities and emergency access structures. 

DRPT therefore decided to carry a bore tunnel in rock option into the screening process for further 

evaluation. 

5.5.3 Ashland Bypass Alignments 

DRPT considered potential bypass options as potential alternatives to adding an additional main 

track through Ashland at-grade or below grade. As the existing CSXT main line runs through 

Ashland in a general north-south alignment, bypass alignments were considered to the east and 

west of the existing main line. These bypass options were anticipated to be used primarily by 

freight trains, the Auto Train, and through passenger trains that do not serve the Ashland Station. 

Amtrak’s passenger trains that serve Ashland Station would continue to pass through the existing 

tracks/station. The Ashland bypass options developed by DRPT included the following common 

design elements: 

 Two-track bypass alignments designed for co-mingled passenger and freight trains, 

with a MAS of 90 mph for passenger trains and 60 mph for freight trains. 

 A bypass right-of-way width of 135 feet to include track, signals, cut and fill slopes, 

drainage, and an access road as identified in Section 5.3.1. 

 Existing track and station in Ashland to remain, potentially with minor improvements 

including upgrade and extension of station platforms and at-grade crossing 

improvements possibly including some grade separations. 

DRPT considered and dismissed from further consideration a single-track bypass as it would not 

provide sufficient additional operational reliability and capacity to route all trains not serving the 

Ashland station around the town. DRPT also considered and eliminated a 3-track bypass as it 

would create greater capacity and impacts than warranted assuming some passenger trains 

continue to serve an Ashland station. 

DRPT conducted Stage I, II, and III screening of the Ashland east and west bypass alignments in 

Section 6.7.2. 

5.5.3.1 Ashland East Bypass Alignments 

Located east of Ashland are the primary north-south corridors of North Washington Highway 

(U.S. 1) and I-95. U.S. 1 parallels the rail corridor to the east before crossing over the tracks north 

of town. Slightly farther east is I-95, which crosses over the tracks to the north at Carmel Church 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-64 Alternatives Technical Report 

in Caroline County. The Buckingham Branch Railroad (BBRR) is several miles farther east and 

also approximately parallel to the rail corridor and I-95. The BBRR alignment shifts to the 

northwest, crossing under I-95 and then crossing the CSXT corridor at-grade at Doswell, an 

unincorporated historic hamlet in Hanover County, north of Ashland. The area between Ashland 

and U.S. 1 and I-95 is relatively heavily developed with commercial and industrial land uses 

extending up to the I-95 right of way, particularly along the Route 54 corridor and to the south 

between Route 1 and I-95 towards I-295. East of I-95 are single-family residential developments, 

mainly along Route 54 and Ashcake Road, several parks and recreational areas, historic and 

cultural resources including multiple Civil War battlefield sites, and extensive wetlands. North 

of Route 54 and east of I-95 the area is less heavily developed until near Doswell and Kings 

Dominion, a large amusement park complex. South of Ashcake Road and east of I-95, the area is 

comparatively heavily developed with single-family residential. North and west of Ashland, the 

land is a mixture of farms and rural residential, with some single-family residential 

neighborhoods. South and west of Ashland, the land is developed with more single family 

residential. 

Two potential east bypass alignments were identified and presented to the public in June 2015 

(Figure 5-32): 

 Ashland East Bypass (AEB 1): This bypass route begins at CFP 019 (near Old Ridge Road) 

just north of U.S. 1, and proceeds south and east across I-95, then southerly before 

following a Dominion Power electric transmission corridor (the rail alignment would be 

adjacent to the electric transmission corridor). The bypass crosses I-95 again and then U.S. 

1 before reaching the main line at CFP 011 in the vicinity of Cedar Lane. This bypass would 

be an 8.5-mile alignment, 0.9 miles longer than the existing route, but without the existing 

speed restrictions through downtown Ashland. 

 Ashland East Bypass to Buckingham Branch Railroad (AEB 2): This bypass option 

matches AEB 1 above, except for an alternate tie-in location to the north. To avoid two 

crossings of I-95, the north connection would connect to the BBRR south of Kings 

Dominion. This alignment passes adjacent to a Dominion Power substation and would 

also require a new wye track connecting the BBRR to the CSXT main line at Doswell, 

which currently does not have a northbound connection on the east side. DRPT identified 

several potential Doswell wye alignments, presented below. The BBRR railroad is single 

track; a second (and possible third) track would have to be introduced to the corridor 

between Doswell and the bypass connection, creating a larger crossing at Kings Dominion 

Boulevard and potentially improvements to the I-95 crossing over the track. This bypass 

would be a 12.7-mile alignment, 1 mile longer than the existing route, through downtown 

Ashland. 

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-28_AEB1_AEB2_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-32:

Ashland East

Bypass (AEB 1) &

Ashland East

Bypass to

Buckingham

Branch Railroad

(AEB 2) Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

I3 Amtrak Station

Ashland East Bypass

(AEB 1) Alignment

Ashland East Bypass

to Buckingham

Branch Railroad (AEB

2) Alignment

Existing track

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-66 Alternatives Technical Report 

Subsequent to the June 2015 and December 2015 public information meetings, additional east 

bypass alignments were suggested by members of the public, including an east bypass that did 

not cross I-95, an east bypass that ran within the I-95 median, and an east bypass route suggested 

by the Hanover Chamber of Commerce in a white paper: 

 Ashland East Bypass That Does Not Cross I-95 (AEB 3) (Figure 5-33): In response to 

public comment, DRPT developed an east Ashland bypass that does not cross I-95. This 

bypass route, similar to AEB 1, begins at CFP 019 (near Old Ridge Road) and proceeds 

south and east towards I-95, then southerly along the western boundary of the I-95 right 

of way before running southwest adjacent to a Dominion Power electric transmission 

corridor. The bypass crosses U.S. 1 before reaching the main line at CFP 011 in the vicinity 

of Cedar Lane. This bypass would be an 8.8-mile alignment, 0.7 miles longer than the 

existing route, but without the existing speed restrictions through downtown Ashland. 

 Ashland East Bypass in the I-95 Median (AEB 4) (Figure 5-34): In response to public 

comment, DRPT developed an east bypass route that runs in the I-95 median past 

Ashland. This bypass route, similar to AEB 1, begins at CFP 019 (near Old Ridge Road) 

and proceeds south and east towards I-95, where it crosses the south-bound lanes and 

then continues within the I-95 median southerly before again crossing the south-bound 

lanes and following alongside a Dominion Power electric transmission corridor. The 

bypass crosses U.S. 1 before reaching the main line at CFP 011 in the vicinity of Cedar 

Lane. This bypass would be a 9-mile alignment, 1 mile longer than the existing route, but 

without the existing speed restrictions through downtown Ashland. This bypass within 

the median would use retaining walls to maintain its grade independent of the interstate 

grade, and would have a reduced right-of-way width within the median of approximately 

45 to 50 feet for a 2-track corridor. Portions of the interstate would need to be shifted to fit 

the bypass track within the median while maintaining acceptable grades and curves as 

defined in the Basis of Design. 

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-29_AEB3_ATR_8.5x11.m xd | Last Updated: 07.01.2016

Figure 5-33:

Ashland East

Bypass That Does

Not Cross

I-95 (AEB 3)

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y Legend

! CSXT Mileposts

I3 Amtrak Station

Ashland East Bypass

That Does Not Cross

I-95 (AEB 3)

Alignment

Existing Track

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-30_AEB4_ATR_8.5x11.m xd | Last Updated: 07.07.2016

Figure 5-34:

Ashland East

Bypass in the I-95

Median (AEB 4)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

!

Ashland East Bypass 

in the I-95 Median 

(AEB 4) Alignment B u c k i n g h a m B r a n c h R a i l r o a d

CSXT Mileposts

3 Amtrak Station

Existing Track

County Boundaries
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-69 Alternatives Technical Report 

 Ashland East Bypass White Paper Route (AEB 5) (Figure 5-35): The Hanover Chamber 

of Commerce, in a White Paper released in June 2016, proposed a specific east bypass 

route for DRPT consideration. The White Paper bypass route begins on the CSXT line and 

then moves southward:

- At Doswell, intersect with the Buckingham Branch rail line along Doswell Road to 

divert the bypass rail line southeastward under southbound I-95. 

- Transition the bypass between the north and south bound lanes of I-95 around 

interstate mile marker 98.5. 

- Follow the 1-95 median under the S.R. 54 overpass. 

- Intersect with the Dominion Power right of way around mile marker 91.2 by going 

under the southbound lane of I-95. 

- Proceed in a southwesterly direction along the Dominion Power right-of way crossing 

under Route 1. 

- Deviate to the west staying north of Boxwood Farm Lane to reconnect with the main 

CSXT line about 0.5 mile north of where Elmont Rd crosses the CSX tracks. 

DRPT modified the White Paper alignment by applying the Project’s Basis of Design for 

curves and track alignment to the suggested alignment path. Similar to AEB 2, this bypass 

would require a new Doswell wye track. Similar to AEB 4, this bypass within the median 

would use retaining walls to maintain its grade independent of the interstate grade, and 

would have a reduced right-of-way width within the median of approximately 45 to 50 

feet for a double track. This bypass would be an 11.9-mile alignment, 0.8 mile longer than 

the existing route, but without the existing speed restrictions through downtown 

Ashland. Portions of the interstate would need to be shifted to fit the bypass track within 

the median while maintaining acceptable grades and curves as defined in the Basis of 

Design. 

AEB 2 and AEB 5 both require a new connecting track, known as a “wye,” between the CSXT 

north-south main line and the BBRR line towards Richmond at Doswell, where the single BBRR 

track crosses the two CSXT tracks at-grade. However, there is currently no rail connection 

between these rail lines that would allow a passenger train moving south on CSXT track to switch 

directly onto BBRR track to the southeast for a bypass route. Possible constraints to siting new 

connecting track include I-95 running parallel to the CSXT tracks to the east and Route 1 parallel 

to the west, several historic structures in Doswell within the northeast quadrant of the track 

intersection, industrial sidings and freight rail connections along the west side of the CSXT tracks 

north and south of the rail intersection, and the BBRR rail yard in the northwest quadrant. South 

and east of the rail intersection is the I-95 interchange with S.R. 30 and Kings Dominion, a regional 

amusement park. 

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-31_AEB5_ATR_8.5x11.m xd | Last Updated: 07.07.2016

Figure 5-35:

Ashland East

Bypass White

Paper (AEB 5)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

3 Amtrak Station

Ashland East Bypass

White Paper (AEB 5)

Alignment

Existing Track

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-71 Alternatives Technical Report 

DRPT evaluated several options for a new 2-track wye connecting the CSXT north-south main 

line and the BBRR track at Doswell (Figures 5-36 through 5-40), including: 

 Wye Option #1: An at-grade connection in the northeast quadrant of the CSXT and BBRR 

crossing would curve southeasterly through the historic hamlet of Doswell and align 

along the BBRR track beneath the I-95 overpass. The wye connecting track has a passenger 

train speed of 90 mph and a freight train speed of 60 mph to meet the MAS for the bypass 

track. This wye option would require a new I-95 overpass to accommodate the additional 

track beneath the highway. 

 Wye Option #2: An at-grade connection in the northeast quadrant of the CSXT and BBRR 

crossing would curve southeasterly through the historic hamlet of Doswell and align 

along the BBRR track beneath the I-95 overpass. Designed to minimize property 

acquisition and impacts to historic resources in Doswell, the wye connecting track has a 

passenger train speed of only 45 mph and a freight train speed of 40 mph. 

 Wye Option #3: This wye option also occurs in the northeast quadrant, curving 

southeasterly above Doswell and crossing I-95 on a new raised structure to align with the 

BBRR track just before crossing S.R. 30 just east of Kings Dominion. The wye connecting 

track has a passenger train speed of only 60 mph and a freight speed of 55 mph at the 

connection to CSXT main track.

 Wye Option #4: This connecting track curves away from the CSXT main track to the 

southwest, crossing Route 1, then turns southerly before curving easterly to align with the 

BBRR track west of the rail crossing. Passenger trains would be limited to 40 – 45 mph 

speeds through the curves, while freight trains would be limited to 35 to 40 mph.

 Wye Option # 5: This connecting track leaves the CSXT main track south of the BBRR rail 

crossing, curving to the west and then back north before turning east to connect to the 

BBRR track west of the rail crossing. Passenger trains would be limited to 40–45 mph 

speeds and freight trains to 35–40 mph through the curves.
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\m ap_docs\mxd\Alt_Tech_Report\Fig_5-32_DoswellConnector1_8.5x11.mxd | Last Updated: 07.14.2016

Figure 5-36:

Doswell Wye

Option #1

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

C a r o l i n e C o u n t y

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

Doswell Connector -

Northeast Wye

Option 1

Existing Track

Kings Dominion

Amusement Park

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d

R F & P R a i l r o a d

D o s w e l l
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-33_DoswellConnector2_8.5x11.mxd | Last Updated: 07.08.2016

Figure 5-37:

Doswell Wye

Option #2

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

C a r o l i n e C o u n t y

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

Doswell Connector -

Northeast Wye

Option 2

Existing Track

Kings Dominion

Amusement Park

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d

R F & P R a i l r o a d

D o s w e l l
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-34_DoswellConnector3_8.5x11.mxd | Last Updated: 07.08.2016

Figure 5-38:

Doswell Wye

Option #3

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

C a r o l i n e C o u n t y

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

Doswell Connector -

Northeast Wye

Option 3

Existing Track

Kings Dominion

Amusement Park

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d

R F & P R a i l r o a d

D o s w e l l
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-35_DoswellConnector4_8.5x11.mxd | Last Updated: 07.05.2016

Figure 5-39:

Doswell Wye

Option #4

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

C a r o l i n e C o u n t y

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

Doswell Connector -

Northwest Loop

Option 4

Existing Track

Kings Dominion

Amusement Park

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d

R F & P R a i l r o a d

D o s w e l l
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-36_DoswellConnector5_8.5x11.mxd | Last Updated: 07.05.2016

Figure 5-40:

Doswell Wye

Option #5

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

C a r o l i n e C o u n t y

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

Doswell Connector -

Southwest Loop

Option 5

Existing Track

Kings Dominion

Amusement Park

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d

R F & P R a i l r o a d

D o s w e l l
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-77 Alternatives Technical Report 

5.5.3.2 Ashland West Bypass Alignments 

West of Ashland’s town limits the land is less densely developed. Land use is primarily rural 

residential, with areas of residential subdivisions, rural residential (single-family homes on large 

lots) and farmland. Route 54 and Ashcake Road are the primary east-west alignments connecting 

Ashland to western Hanover County. Cedar Lane south of Ashland also provides an east-west 

travel corridor. Residential development generally occurs along these roads and secondary feeder 

roads. The area north and west of Ashland is less densely developed than the area south and 

west. 

A potential west bypass alignment was identified and presented to the public in June 2015: 

 Ashland West Bypass (AWB 1) (Figure 5-41): The alignment of AWB 1 was designed to 

follow the shortest route through the least developed land, while achieving a 90 mph 

design speed for passenger trains in accordance with the BOD. AWB 1 leaves the main 

rail corridor at Old Ridge Road and re-connects to CSXT track in the south at Elmont 

Road. The bypass route is primarily in the County but does include a small portion of the 

westernmost area of Ashland. This bypass would be an 8-mile alignment, 0.6 miles longer 

than the existing route. 

After meeting with the Town of Ashland and Hanover County, and receiving public comments 

following the June 2015 meeting, this conceptual west bypass route was revised to avoid planned 

residential development in an area that has already been rezoned by the town and County. To 

avoid this planned residential development, the west bypass alignment was routed farther west. 

 Ashland West Bypass Revision #1 (AWB 2) (Figure 5-42): The AWB 2 bypass forms a 

bell curve shape, leaving the main rail corridor at Old Ridge Road and re-connecting to 

the south at Elmont Road. The revised AWB 2 corridor would introduce a new crossing 

of existing Dominion Power high-power lines and a number of roadway crossings. The 

AWB 2 west bypass would be an 8.75-mile corridor, 1.25 miles longer than the existing 

route through town. 

AWB 2 was presented to the public in December 2015. Among the concerns about AWB 2 

expressed during the comment period following the December 2015 meeting were potential 

impacts to local property owners, agricultural fields, natural and cultural resources, and the Holy 

Cross Lutheran Church at the intersection of Ashcake Road and Wildwood Boulevard. DRPT 

developed two additional modifications to Ashland West Bypass AWB 2 seeking to reduce the 

potential impacts. 

 Ashland West Bypass Revision #2 (AWB 3) (Figure 5-43): This initial modification 

maintains the north/south end points while moving the western most point of the 

alignment slightly east. The modification was largely based on reducing impacts to local 

roads crossing the bypass alignment. Impacts to local property owners are reduced, 

although this alignment remains in proximity to the Holy Cross Lutheran Church. The 

AWB 3 west bypass would be an 8.4-mile corridor, 1 mile longer than the existing route 

through town.

 
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-37_AWB1_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-41:

Ashland West

Bypass (AWB 1)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

!

I3

Ashland West Bypass 

(AWB 1) Alignment B u c k i n g h a m B r a n c h R a i l r o a d

CSXT Mileposts

Existing Track

County Boundaries

Amtrak Station
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-38_AWB2_ATR_8.5x11.mxd | Last Updated: 07.05.2016

Figure 5-42:

Ashland West

Bypass Revision #1

Per Public

Comment (AWB 2)

Alignment

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

! CSXT Mileposts

3 Amtrak Station

Ashland West Bypass

Revision #1 (AWB 2)

Alignment

Existing Track

County Boundaries

B u c k i n g h a m B r a n c h R a i l r o a d
\\cltsm ain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Fig_5-39_AWB3_AWB4_ATR_8.5x11.mxd | Last Updated: 07.07.2016

Figure 5-43:

Ashland West 

Bypass (AWB 3) &

Ashland West 

Bypass (AWB 4)

Alignments

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: Bing Maps Aerial

[ 0 3,000 6,000

Feet

1 inch = 6,000 feet

@ 8.5 x 11 inches

To w n o f

A s h l a n d

H a n o v e r C o u n t y

Legend

!

West Ashland Bypass

(AWB 3) Alignment

West Ashland Bypass

(AWB 4) Alignment

B u c k i n g h a m B r a n c h R a i l r o a d

CSXT Mileposts

3 Amtrak Station

Existing Track

County Boundaries
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-81 Alternatives Technical Report 

 Ashland West Bypass Revision # 3 (AWB 4) (Figure 5-43): This alignment shifts slightly 

southeast at U.S. 1 and shifts east at Yowell and Ashcake Roads. The north/south end 

points remain the same as the other west bypass alignments. The distance between the 

alignment centerline and the Holy Cross Lutheran Church is increased, while continuing 

to maintain a 90 mph design speed for passenger trains. The AWB 4 west bypass would 

be an 8.4-mile corridor, 1 mile longer than the existing route through town. 

5.5.3.3 Buckingham Branch Freight Diversion Alternative for Ashland 

DRPT evaluated the possibility of diverting some freight trains from the CSXT main line onto the 

Buckingham Branch Railroad (BBRR) in an effort to reduce the volume of freight traffic through 

Ashland, and thereby open sufficient capacity on the CSXT main line through Ashland to support 

additional passenger service without an additional main track through Ashland. This BBRR 

Freight Diversion Alternative would shift north-south freight trains that do not have scheduled 

work or crew change events at Acca Yard and are tolerant of greater travel times and distance 

onto the BBRR between Doswell and AM Junction, thereby reducing freight traffic on the existing 

two-track main line through Ashland and potentially reducing the requirement for a third main 

track through Ashland. 

At Doswell, the north end of the BBRR Freight Diversion Alternative, freight trains using the 

CSXT main line (the RF&P Subdivision) from Washington traveling south would operate on a 

new double track connection to enable use of the BBRR between Doswell and Richmond. The 

existing single-track BBRR would be substantially improved to increase both capacity and train 

speed, including the addition of a new main track from Doswell to AM Junction. Improvements 

would include upgraded track, reconfiguration of curves to increase speed, new signaling and 

communications, new connections to sidings and industrial access tracks, and grade crossing 

improvements. At AM Junction in Richmond, the south end of the BBRR, two potential routes 

through Richmond could be used to enable freight trains to regain access to the CSXT main line: 

 The A-Line Option: This routing would require construction of a double-track wye at 

Hospital Street that would enable freight trains to use the northern section of the CSXT 

S-Line between AM Junction and a connection to the CSXT main line (A-Line) at AY 

interlocking near Acca Yard. This routing, however, includes a grade with segments 

exceeding 1 percent between AM Junction and AY interlocking. Some of the 

Richmond area alternatives also require a single wye track at Hospital Street to turn 

passenger trains; however, the wye track required for the freight diversion alternative 

would be both larger and double-track to accommodate the movements of longer 

freight trains. The freight diversion wye track could also accommodate passenger 

train turning movements. 

 The S-Line Option: Using this routing, freight trains would use the southern section 

of the Bellwood Subdivision (S-Line) between AM Junction and the CSXT main line at 

Centralia. This routing passes Main Street Station on the west side, proceeds through 

the Triple Crossing and across the James River to Centralia, and would require a 

double-track line from AM Junction to Centralia. The Triple Crossing structure, can 

be retrofitted with a double track, however, there is not sufficient clearance for doublestack or autorack cars, limiting the utility of this route for some freight trains. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-82 Alternatives Technical Report 

DRPT estimates that in 2025, the proposed implementation year of the DC2RVA project, 

approximately 28 CSXT freight trains per day on average would be operating between 

Washington, D.C. and Richmond. Of those 28 trains, approximately 18 may not require work in 

Acca Yard and could potentially be diverted onto the BBRR. However, of the 18 trains that could 

potentially be diverted onto the BBRR, 9 of the trains are double-stacked intermodal trains that 

would not be able to use the S-Line option, due to the clearance restrictions at the Triple Crossing. 

The BBRR Freight Diversion Alternative includes the following common design elements 

consistent with the DC2RVA BOD: 

 Two-track alignment on the CSXT main line designed for co-mingled passenger and 

freight trains, with a MAS of 90 mph for passenger trains and 60 mph for freight trains. 

 Two-track alignment on the BBRR designed for freight only, with a MAS of 60 mph for 

freight trains. 

 A right-of-way width of 135 feet to include track, signals, cut and fill slopes, drainage, and 

an access road as identified in Section 5.3.1 assumed for new two track alignments. 

 Existing track and station in Ashland may remain with minor improvements including 

upgrade and extension of station platforms and at-grade crossing improvements possibly 

including some grade separations, or the station may be relocated to a site near Ashcake 

Road, or closed. 

The BBRR between Doswell and AM Junction is currently a single-track line used only by freight 

trains, with no wayside signaling system authorizing or governing train movements, and a 

maximum authorized speed of 25 mph (train movement is authorized by a train dispatcher’s 

verbal instructions delivered by radio or electronically transmitted written form to the train 

crew). At Doswell, the BBRR crosses the CSXT mainline at-grade; however, there currently is no 

direct connection track that allows southbound trains on the CSXT main line at Doswell to access 

the BBRR track heading south toward Richmond. At Richmond, track connections exist at AM 

Junction that allow trains leaving the BBRR to proceed directly south, either onto the S-Line and 

past the west side of Main Street Station or onto the Peninsula Subdivision and past the east side 

of Main Street Station. However, there currently is no wye connection allowing trains on the 

BBRR at AM Junction to operate northward onto the S-Line toward Acca Yard and the AY 

interlocking connection to the A-Line. 

Infrastructure Requirements. DRPT determined that the following improvements would be 

required to divert freight trains away from the Ashland area and onto the BBRR:

 Construction of a new two-track connection at Doswell, allowing freight trains on the 

CSXT mainline to access the BBRR toward AM Junction. 

 Construction of a second main track on the BBRR between Doswell and AM Junction to 

create a two-track main line with MAS of 60 mph for freight trains. 

 Improvements to the existing BBRR alignment and track, including reducing the 

sharpness of curvature between Doswell and AM Junction, to enable an increase in track 

speed. 

 Installation of wayside signaling and communications systems consisting of Centralized 

Traffic Control and Positive Train Control on the BBRR from Doswell to AM Junction. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-83 Alternatives Technical Report 

 A-Line Option – Construction of a new two-track connection at AM Junction (Hospital 

Street Wye), allowing freight trains on the BBRR to access the S-Line and operate 

northward to AY interlocking (A-Line Option). This option would also require the 

construction of two main tracks from AM Junction to AY for use by freight trains, running 

parallel to tracks used by passenger trains operating between Main Street Station and 

Staples Mill Road (Figure 5-44). 

Additional construction is required if the BBRR A-Line Option is selected in conjunction 

with a Richmond passenger rail station option that incorporates use of the S-Line by 

passenger trains operating between Washington, DC and destinations in Norfolk, North 

Carolina, or Florida. To allow for conflict-free operation between freight and passenger 

trains, a separation via flyover, tunnel, or trench would be required to enable the twotrack passenger line required under the Richmond passenger station S-Line options to 

shift from one side of the two-track freight line to the other, providing an unimpeded 

route for passenger trains between the East Acca bypass at AY interlocking and the west 

platforms of Main Street Station south of AM Junction. 

 S-Line Option – Construction of a second main track from AM Junction to Centralia on 

the S-Line along the west side of Main Street Station. This option would include a new rail 

bridge across the James River, and improvements to the existing S-Line between Main 

Street Station and Centralia (Figure 5-45). 

Doswell Infrastructure Considerations. DRPT evaluated several options for developing a new 

two-track connection at Doswell to provide direct access between the CSXT main line from 

Washington, DC and the BBRR main line heading south toward Richmond. Options that add the 

connection in the northeast quadrant of the existing at-grade crossing of the CSXT mainline and 

the BBRR impact several historic structures in Doswell and require a new I-95 road overpass. 

Options in the northwest or southwest quadrants that use a loop track have less impacts, but 

create a system bottleneck. Speeds would be restricted through the at-grade crossing and on the 

loop track. Freight trains on the connection would block both the CSXT main line and the BBRR, 

potentially causing delays to passenger and freight trains operating north-south on the CSXT 

main line through Doswell. DRPT also considered constructing a new two-track grade separated 

crossing of I-95 north and east of Doswell. Although necessary for the BBRR freight diversion 

alternative to function, a new grade-separated rail crossing of I-95 would add substantial 

infrastructure impacts and cost and increase property acquisition and other impacts to human 

and natural resources. 

BBRR Infrastructure Considerations. DRPT determined that two main tracks would be required 

on the BBRR between Doswell and AM Junction to accommodate up to 18 newly diverted freight 

trains in addition to the BBRR’s existing freight traffic. The existing single main track would need 

to be upgraded, curves straightened, and a new second main track added to improve capacity 

and speed. Existing sidings and spur tracks would need to be maintained or replaced. All grade 

crossings on the BBRR between Doswell and AM Junction would require reconstruction, 

including new grade-crossing signaling systems, to accommodate the second main track and 

increased track speeds. 

 
!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!(

!(

!(

Acca

Yard

Main Street

Station

(Amtrak)

Staples Mill

Road Station

(Amtrak)

Ashland

Station

(Amtrak)

A 000

S 010 A 010

A 005 S 005

CA

110

CA 075

CA 105

CA 100

CA 080

CA 095

CA 090

CA 115

SRN 000

CAB 005

CFP 010

CFP 020

CFP 025

CFP 005

CFP 015

SAC 010

AR 005

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_5-44_BBRR_A_8.5x11_AltTech.mxd | Last Updated: 02.27.2017

Figure 5-44

Buckingham Branch

Railroad

Freight Diversion

Alternative

for Ashland

(A-Line Option)

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 2 4

Miles

1 inch = 4 miles

@ 8.5 x 11 inches

Legend

Basemap Source: 2015 USGS

Topographic Map

CENTRALIA

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Goochland

Colonial Heights

[

! CSXT Mileposts

!( Existing Stations

Virginia Rail Lines

County/City Boundary

H AN OV E R C O U N T Y

H EN R IC O

CO U N T Y

CI TY O F

RI CH M O N D

CH E ST E RF IEL D

CO U N T Y

DOSWELL

TO W N O F

AS H LA N D

!

!

!

!

!

!

!

!

!

!

CA 110

CA 112

CA 111

CA 113

CFP 023

CFP 021

!

!

!

!

!

!

!

CA 085

CA 086

SRN 001

CFP 001

SRN

002

CFP 002

SRN 003

Track - Existing

Track - Shift

Track - Proposed

SAY/WAY TO AM JUNCTION

WYE 3

BUCKINGHAM BRANCH

RAILROAD

(BBRR)
!

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!

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!

!(

!(

!(

Acca

Yard

Main Street

Station

(Amtrak)

Staples Mill

Road Station

(Amtrak)

Ashland

Station

(Amtrak)

A 000

S 010 A 010

A 005 S 005

CA

110

CA 075

CA 105

CA 100

CA 080

CA 095

CA 090

CA 115

SRN 000

CAB 005

CFP 010

CFP 020

CFP 025

CFP 005

CFP 015

SAC 010

AR 005

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_5-45_BBRR_S_8.5x11_AltTech.mxd | Last Updated: 02.27.2017

Figure 5-45

Buckingham Branch

Railroad

Freight Diversion

Alternative

for Ashland

(S-Line Option)

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 2 4

Miles

1 inch = 4 miles

@ 8.5 x 11 inches

Legend

Basemap Source: 2015 USGS

Topographic Map

CENTRALIA

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Washington, D.C. Washington, D.C.

Richmond Richmond

Goochland

Colonial Heights

[

! CSXT Mileposts

!( Existing Stations

Virginia Rail Lines

County/City Boundary

H AN OV E R C O U N T Y

H EN R IC O

CO U N T Y

CI TY O F

RI CH M O N D

CH E ST E RF IEL D

CO U N T Y

DOSWELL

TO W N O F

AS H LA N D

!

!

!

!

!

!

!

!

!

!

CA 110

CA 112

CA 111

CA 113

CFP 023

CFP 021

Track - Existing

Track - Shift

Track - Proposed

WYE 3

BUCKINGHAM BRANCH

RAILROAD

(BBRR)

AM JUNCTION

TO CENTRALIA
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-86 Alternatives Technical Report 

A-Line Option Infrastructure Considerations. The BBRR Freight Diversion Alternative A-Line 

Option would require the construction of a second main track on the CSXT Bellwood Subdivision 

(S-Line) between Hospital Street and AY interlocking, to enable freight trains to operate between 

the BBRR at Hospital Street and the CSXT main line at AY interlocking. As part of this project, a 

two-track wye connection at Hospital Street would need to be constructed to connect the BBRR 

main line to the Bellwood Subdivision, and a second wye track at AY interlocking would also 

need to be constructed. 

Additional improvements would be required on this section of the S-Line if, as under several of 

the Richmond area station options (including Main Street Station Only, Boulevard Station Only 

via S-Line, Staples Mill/Main Street Full Service, and Staples Mill/Main Street Shared Service) 

additional passenger trains are using the S-Line from Centralia past the west side of Main Street 

Station. Under a BBRR Freight Diversion A-Line Option that is combined with a Richmond Area 

alternative whereby passenger trains are using the S-Line to Centralia, the S-Line alignment 

between AY interlocking and AM Junction would need to accommodate a double-track passenger 

route for passenger trains operating between Main Street Station and Staples Mill Road Station 

via the East Acca bypass, and a double-track freight route for freight trains operating between 

AY interlocking and a new BBRR connection at Hospital Street. However, these combined options 

create an operational condition where the route of freight trains operating from AM Junction to 

the A-Line intersects and crosses over the route of passenger trains operating from the S-Line to 

the new East Acca Bypass, creating a substantial bottleneck. Because of the gradient and relatively 

slow track speeds in this area, waiting for slow-moving freight trains to clear the crossing before 

proceeding is not feasible, owing to the long clearance times. Therefore, a grade separation would 

be required to shift the double-track passenger route from the east side of the S-Line alignment 

by AY interlocking, to the west side of the S-Line alignment at Hospital Street, to eliminate 

conflicting operations with mainline freight movements. A grade separation of the S-Line 

alignment would allow for conflict-free moves on the double-track passenger line adjacent to (and 

crossing under or over) the double-track freight line. Without that grade separation, given that 

up to 2 passenger trains per hour in each direction would be operating on the S-Line, the 

opportunities to cross freights onto the S-Line and BBRR would likely restrict use of the BBRR for 

freight trains to late night hours to avoid conflicts with passenger trains. This would significantly 

restrict the utility of the BBRR Freight Diversion option. 

Accommodating four tracks between AY and the Hospital Wye would require the following 

infrastructure modifications in addition to those recommended under Richmond station options 

incorporating use of the S-Line: 

 Addition of crash walls to existing N. Boulevard bridge 

 Grade separate Hermitage Road (5 tracks and additional trains) 

 Reconstruct I-95/I-64 bridge (openings for 3 tracks only) 

 Reconstruct Lombardy Street bridge 

 Grade separate Brook Road (4 tracks and additional trains) 

 Reconstruct N. Belvidere Street bridge 

 Reconstruct Chamberlayne Avenue bridge 

 Reconfigure Brook Road, N. Belvidere Street and Chamberlayne Avenue interchange 

and intersections 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-87 Alternatives Technical Report 

 Addition of crash walls to existing N. 1st Street bridge 

 Reconstruction of existing N. 5th Street bridge 

 Addition of crash walls to I-64 bridges 

In addition to the four tracks required between AY and the new Hospital Wye, the BBRR Freight 

Diversion Alternative A-Line Option requires: 

 A two-track south wye connection at AY interlocking between the S-Line and the ALine 

 No additional tracks along the A-Line (Note some Richmond Area alternatives do 

include additional main tracks along the A-Line to accommodate increased passenger 

service). 

S-Line Option Infrastructure Considerations. The BBRR Freight Diversion Alternative S-Line 

Option would require construction of a second main track on the S-Line from AM Junction to 

Centralia, including a new bridge across the James River parallel to the existing bridge to 

accommodate the second main track. Some of the Richmond Area alternatives already include 

planned improvements to this section of the S-Line, including a second main track and a new rail 

bridge across the James River. Existing physical constraints in the area, including the elevated 

track structure between Main Street Station and the James River bridge, the location of I-95 

overpass support columns, and the clearance envelope of the Triple Crossing, limit the S-Line to 

a maximum of two tracks along the west side of Main Street Station and south to the James River. 

The Triple Crossing’s vertical clearances also prevent use of the S-Line by freight trains hauling 

double-stack container cars and autorack cars. 

Operations and Feasibility Analysis. DRPT has performed TPC calculations of intermodal-type 

freight trains comparing estimated running times between common points on the existing CSXT’s 

main line routing through Ashland and Acca Yard with the BBRR Freight Diversion Alternative 

A-Line Option. This option assumes the track and signal improvements to the BBRR described 

above are constructed. Estimates for both southbound and northbound trains were calculated. 

The estimated running time for intermodal trains operating on the CSXT main line between 

Doswell and West AY was approximately 33 minutes in each direction. The estimated running 

time for intermodal trains operating via the BBRR between Doswell and West AY varied between 

approximately 60 minutes southbound and 64 minutes northbound. Thus, diverting a freight 

train onto the BBRR at Doswell and then onto the S-Line to AY interlocking would add 

approximately 9 miles of distance to the route, and is estimated to add, at a minimum, 

approximately 30 minutes of travel time to freight train operations between Richmond and 

Washington. Bulk trains would likely need even more time, given their typically higher tonnages 

and resulting lower horsepower-per-ton. 

DRPT evaluated the feasibility of providing a grade-separated “crossover” for passenger and 

freight trains between AM Junction and AY Interlocking to avoid creating a bottleneck for the 

BBRR Freight Diversion A-Line Option. There are several constraints in the area: the existing SLine: 

 Slopes down from AY to AM Junction following the course of a pre-existing drainage 

way 

 Has limited tangent track 
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D.C. to Richmond Southeast High Speed Rail 5-88 Alternatives Technical Report 

 Is crossed by several major road bridges 

 Is within a developed urban area 

A trench or underpass would require a portal at the south end that would likely daylight south 

of AY. For any crossover maneuver, flyover or trench/tunnel, to work, it will require four (4) 

tracks up/down the hill; two tracks for passenger operations and two tracks for freight 

operations. It may also require reconstruction of bridges that are undisturbed by other 

alternatives. 

The longest opening between overpasses is approximately 1 mile between N. Boulevard and I-95 

overpasses. A passenger only flyover beginning at N. Boulevard would require a two percent 

approach/departure grade at approximately 3,400 feet to attain sufficient vertical clearance above 

the freight tracks and accommodate the relative geometry required to allow a curve for the 

parallel tracks in order to cross each other and return to parallel. There is little available space at 

this intersection to construct this structure, and closing surrounding roadways and the major 

rerouting of related traffic would be required for construction purposes. 

Another option that DRPT analyzed was the potential for a passenger rail flyover across the I-95 

overpasses. Such a flyover structure would require another 30 feet of height for a total height 

above the existing tracks of approximately 60+ feet, requiring approximately 4,400 feet at 2% to 

return to the starting grade, plus the additional distance due to the existing grade descending 

downhill. The distance between N. Lombardy Street and N. Belvidere Street is approximately 0.6 

mile (3,200 feet). 

After evaluating the complexities of this alternative, DRPT concluded that a two-track flyover is 

not feasible on the hill between Acca Yard and the Hospital Wye. There is insufficient distance to 

extend the flyover without compromising existing major roadways. 

Further analysis, similar to that for the Ashland tunnel alternative, involved analyzing the 

possibility of a tunnel or trench to accommodate the BBRR Freight Diversion Alternative. The 

results of this analysis also indicated impacts and infrastructure complexities similar to the 

flyover option. 

Additional Buckingham Branch Options. DRPT considered use of the BBRR segment from 

Doswell to AM Junction for two potential rail operations scenarios in addition to the Freight 

Diversion option: 

The first scenario would add one main line track to the existing single track segment, and realign 

the existing track to create a double track main line segment in keeping with the DC2RVA 

Engineering BOD and the Maximum Speed, Improved Speed and Existing Speed alignments 

described in Section 5.2.4. The Ruffin freight siding scenario would add a siding track at Ruffin 

between MP 87 and MP 90 capable of holding a CSXT freight train for crew change so as not to 

block AM Junction. These BBRR Operational Scenarios are described below. 

 Intercity Passenger Rail Route: The intercity passenger rail option would improve the 

BBRR segment to allow passenger trains to travel between Doswell and AM Junction, 

bypassing Acca Yard, and the Amtrak stations at Staples Mill Road and Ashland. This 

scenario assumes Main Street Station is the only Richmond rail station, and that all 

passenger train traffic traveling south from Main Street Station uses the CSXT S-line to 

Centralia. Passenger train traffic traveling north from Main Street Station would use the 

improved BBRR to Doswell, connect to the CSXT main line via a new wye track, and then 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-89 Alternatives Technical Report 

continue north. CSXT would likely move some or all of its freight traffic off the BBRR 

segment and onto its RF&P subdivision to ensure adequate capacity for the intercity 

passenger service on the BBRR segment. 

As previously stated in Section 5.2.1, improving the BBRR between Doswell and AM 

Junction to serve as an intercity passenger rail route was considered and dismissed in 

prior studies due to high potential for historical and natural resources impacts, the 

inability to provide passenger service to Ashland and Staples Mills Road Stations, and the 

additional distance and travel time the BBRR segment would add to intercity passenger 

trains. DRPT concluded that the BBRR segment from Doswell to AM Junction failed as a 

reasonable alternative for high speed intercity passenger rail; in a letter to DRPT dated 

May 13, 2009, FRA stated its concurrence with DRPT’s conclusion. 

 Freight Siding Option at Ruffin: The freight siding option would construct an 

approximately two-mile siding at Ruffin, between MP 87 and MP 90; CSXT would use the 

siding for crew changes. Current practice is to stop freight trains requiring crew changes 

at AM Junction. Freight trains traveling north stopped at AM Junction extend well past 

Main Street Station, blocking either the west side or east side track for the duration of the 

crew change. Taking the freight trains north onto the Ruffin siding for crew change would 

cease the blocking of Main Street Station. However, trains that move north onto the Ruffin 

siding would then need to continue north on the BBRR to reconnect to the CSXT main line 

at Doswell – this would also require a new wye track at Doswell, as described above in 

Section 5.5. 

The freight siding option at Ruffin does not meet the Purpose and Need for this project, 

as it does not add capacity or accommodate freight rail operations. As an alternative 

option to address the blocking of track at Main Street Station during crew changes, DRPT 

has identified an option for a new freight siding south of the James River adjacent to the 

CSXT South Yard; this siding option is discussed below in Section 5.6. 

5.6 RICHMOND AREA OPTIONS 

The Richmond area has multiple rail alignment options for carrying additional passenger service 

or additional freight service, thereby opening capacity for passenger trains on other lines. North 

of Richmond, the Buckingham Branch Railroad (BBRR) segment from Doswell to AM Junction 

offers an alternate route from the CSXT main line to Main Street Station. Moving south from 

Staples Mill Road Station through Richmond to Centralia, there is a choice between the current 

main line west of the central part of the city on the CSXT A-line, and the CSXT S-line through 

downtown Richmond. The multiple rail alignment options through Richmond create the 

potential for various station and service options, and the choice of an alignment option can 

preclude service to one or more station options (and vice versa). 

The Richmond rail network is a legacy of the initial development of railroads in Richmond in the 

1800s, Richmond’s challenging topography (particularly on the north bank of the James River), 

and the city’s development patterns. At one time, Richmond was served by five unconnected 

railroads, each with their own passenger stations or freight depots. Over time, the railroads were 

consolidated and connected, although train movements between north-south and east-west 

corridors were (and still are) often time-consuming and inefficient. As the railroads were 

consolidated, two stations were developed in the early 1900s to serve competing rail lines: Main 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-90 Alternatives Technical Report 

Street Station and Broad Street (Union) Station. Broad Street Station, historically used by the 

Atlantic Coast Line (A-Line) for its service to the south, closed in 1975 and was subsequently 

repurposed as the Science Museum of Virginia. Main Street Station, used by the Seaboard Airline 

Railroad (S-Line) and the Chesapeake and Ohio Railroad (along what is now the BBRR), also 

closed in 1975. At that time, Amtrak began serving Richmond area passengers at Staples Mill 

Road Station in Henrico County; with its trains bypassing downtown Richmond via the CSXT ALine between Acca Yard and Centralia. Main Street Station reopened, limited to Northeast 

Regional (Virginia) service to/from Newport News, in December 2003. 

Richmond Station Alignments. In Richmond, DRPT identified multiple alternatives based on 

combinations of the two rail alignments through the city (the A-line and the S-Line) and existing 

and potential station locations. Potential station locations were identified by DRPT based on 

review of existing stations, past stations, prior studies, locations suggested during scoping, and a 

review of rail geometry for potential new locations with sufficient tangent (straight) track to 

accommodate a 1,200-foot long station platform in accordance with the DC2RVA Engineering 

BOD (See Section 5.6 for alignment images). These potential station locations were then evaluated 

based on their ability to meet the Project’s Purpose and Need by applying FRA guidelines on 

station location14 (see Chapter 8 for detail on station evaluations). DRPT’s evaluation of potential 

station locations in Richmond identified four station locations for further consideration as either 

part of a single station or two station option, including: 

 Staples Mill Road Station – existing Amtrak station in Henrico County 

 Boulevard Station – new station location adjacent to the Boulevard Street overpass 

and north of the CSXT track in Richmond. 

 Broad Street Station – new station location near the historic Broad Street Station 

building (now the Science Museum of Virginia) in Richmond. 

 Main Street Station – existing Amtrak station in downtown Richmond. 

Specific rail improvements based on the DC2RVA BOD were identified for each of these station 

location options; these rail improvements were then screened following the Stage I, II, and III 

process as described above for rail alignments. In addition, for station locations relying on the 

CSXT S-Line for passenger train access, an optional freight connector bridge over the James River 

was evaluated. This freight connector bridge would have permitted trains operating eastbound 

on the James River line to make a progressive move and operate southbound on the Bellwood 

Subdivision, thus avoiding the current operating practice that requires trains to make a “threepoint turn” through the city of Richmond passing both sides of Main Street Station. Currently, 

trains must operate east on the James River line as far as Fulton Yard, where they reverse direction 

and operate west and north onto the Bellwood Sub past the east side of Main Street Station as far 

north as Hermitage or Acca Yard, then reverse direction again to operate south on the Bellwood 

Sub past the west side of Main Street Station. 

 

14 Railroad Corridor Transportation Plans, A Guidance Manual. Office of Railroad Development, RDV-10, Federal 

Railroad Administration, Washington, D.C. 20590, Revised July 8, 2005; and Station Area Planning for High-Speed and 

Intercity Passenger Rail, Office of Railroad Policy and Development, Federal Railroad Administration, Washington 

D.C., June 2011. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-91 Alternatives Technical Report 

Amtrak’s Auto Train does not stop in Richmond (it operates with no passenger stops between 

the auto loading/unloading stations in Lorton, VA and Sanford, FL), and was not included in the 

assessment of station location options. 

Stage I, II, and III screening for the Richmond area rail alignment options, similar to the other 

alignments and bypass options in the DC2RVA corridor, are presented in Chapter 6. DRPT 

determined the potential for sharing service between a new Broad Street station and either Main 

Street or Staples Mill Road stations, or between a new Boulevard Street Station and either Main 

Street or Staples Mill Road stations, is not a preferred option due to the proximity between the 

stations—they are too close (within 4 miles of each other) for efficient rail operations and intercity 

passenger service. The other station location options were carried forward for further 

consideration through the screening process. Figure 5-46 represents the Richmond station 

alternatives in reference to the DC2RVA corridor. 

 
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Figure 5-46

Richmond Area

Existing & Proposed

Stations

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D.C. to Richmond Southeast High Speed Rail 5-93 Alternatives Technical Report 

5.6.1 Single Station Alternatives 

DRPT identified four possible single station alternatives. In these alternatives, Richmond is 

served by only one station, and all passenger service is routed through that station. 

Existing Staples Mill Road Station (Figure 5-47): All Amtrak trains with the exception of the Auto 

Train serve Staples Mill Road Station only. Trains traveling to/from Norfolk and the Carolinas 

continue using the CSXT A-Line through Centralia. Trains traveling to/from Newport News 

continue to use the Peninsula Subdivision. The existing Main Street station is closed. The figure 

below references this service alternative. 

FIGURE 5-47: STAPLES MILL ROAD STATION ONLY ALTERNATIVE 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-94 Alternatives Technical Report 

New Boulevard Street Station (Figure 5-48 and 5-49) All Amtrak trains with the exception of the 

Auto Train serve the new Boulevard Station only. DRPT considered two alignment options for 

this station. In the Boulevard A-Line option, the station would be arranged with a passenger only 

elevated loop track crossing over the CSXT S-Line. Trains traveling to/from Norfolk and the 

Carolinas continue using the CSXT A-Line through Centralia. Trains traveling to/from Newport 

News continue to use the Peninsula Subdivision. In the Boulevard S-Line option, the station is 

arranged on the north side of the S-Line without the loop track. Trains traveling to/from Norfolk 

and the Carolinas use the CSXT S-Line through Centralia. Trains traveling to/from Newport 

News continue to use the Peninsula Subdivision. Both Boulevard station options require a twotrack bypass around the east side of Acca Yard. The existing Main Street and Staples Mill Road 

stations are closed in both options. 

FIGURE 5-48: BOULEVARD STATION ONLY A-LINE ALTERNATIVE 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-95 Alternatives Technical Report 

FIGURE 5-49: BOULEVARD STATION ONLY S-LINE ALTERNATIVE 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-96 Alternatives Technical Report 

New Broad Street Station (Figure 5-50): All Amtrak trains with the exception of the Auto Train 

serve the new Broad Street Station only. The station would be arranged with a passenger only atgrade loop track south of the CSXT S-Line. Trains traveling to/from Norfolk and the Carolinas 

continue using the CSXT A-Line through Centralia. Trains traveling to/from Newport News 

continue to use the Peninsula Subdivision. This alternative requires a two-track bypass around 

the east side of Acca Yard. The existing Main Street and Staples Mill Road stations are closed. The 

figure below references this service alternative. DRPT considered and dismissed the option of 

routing passenger trains from Broad Street Station traveling to/from Norfolk and the Carolinas 

on the CSXT S-Line through Centralia due to potential rail operation concerns, notably the need 

for passenger trains to cross over the CSXT S-Line south of Acca Yard to enter/exit the station 

loop. 

FIGURE 5-50: BROAD STREET STATION ONLY ALTERNATIVE 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-97 Alternatives Technical Report 

Existing Main Street Station (Figure 5-51): All Amtrak trains with the exception of the Auto Train 

serve Main Street Station only. Trains traveling to/from Norfolk and the Carolinas use the CSXT 

S-Line from Main Street Station through Centralia. Trains traveling to/from Newport News 

continue using the Peninsula Subdivision. This alternative requires a two-track bypass around 

the east side of Acca Yard. The existing Staples Mill Road Station is closed. The figure below 

references this service alternative. 

FIGURE 5-51: MAIN STREET STATION ONLY ALTERNATIVE 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-98 Alternatives Technical Report 

5.6.2 Two Station Alternatives 

DRPT identified three possible two station alternatives. In these alternatives, Richmond is served 

by both Staples Mill Road station and Main Street Station, with varying levels of service and 

passenger trains traveling on different alignments. 

Main Street and Staples Mill Road - Split Service (Figure 5-52): Trains traveling to/from Norfolk 

and the Carolinas serve Staples Mill Road Station only, traveling the CSXT A-Line from Staples 

Mill Road Station through Centralia. Trains traveling to/from Newport News continue to serve 

Main Street Station using the Peninsula Subdivision. This is the same as the current arrangement 

except that trains to/from the north that originate at Richmond would originate at Main St. 

Station rather than their current origin/terminus at Staples Mill Road Station. The figure below 

references this service alternative. 

FIGURE 5-52: MAIN STREET AND STAPLES MILL ROAD - SPLIT SERVICE ALTERNATIVE 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-99 Alternatives Technical Report 

Main Street and Staples Mill Road - Full Service (Figure 5-53): All Amtrak trains serve both 

stations. Trains traveling to/from Norfolk and the Carolinas use the CSXT S-Line from Main 

Street Station through Centralia (stopping on the west side of Main Street Station). Trains 

traveling to/from Newport News continue using the Peninsula Subdivision, stopping on the east 

side of Main Street Station. This alternative requires a two-track bypass around the east side of 

Acca Yard. The figure below references this service alternative. 

FIGURE 5-53: MAIN STREET AND STAPLES MILL ROAD - FULL SERVICE ALTERNATIVE 

 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-100 Alternatives Technical Report 

Main Street and Staples Mill Road - Shared Service (Figure 5-54): Trains traveling to/from 

Norfolk and the Carolinas use either the CSXT A-Line or the CSXT S-Line through Centralia. 

Trains serving Main Street Station or Main Street Station and Staples Mill Road Station in 

combination use the CSXT S-Line. Trains using the CSXT A-Line would only be served by Staples 

Mill Road station. Trains traveling to/from Newport News continue using the Peninsula 

Subdivision and would serve both stations. This alternative requires a two-track bypass around 

the east side of Acca Yard. The figure below references this service alternative. 

FIGURE 5-54: MAIN STREET AND STAPLES MILL ROAD – SHARED SERVICE ALTERNATIVE 

5.7 CONSIDERATION OF INFRASTRUCTURE CONSTRAINTS 

As discussed above in Section 5.3.3, the potential constraints of existing infrastructure on rail 

alignments were evaluated in Stage III of the screening process. Examples of infrastructure posing 

potential constraints on new rail alignments include roadway overpasses, at-grade road 

crossings, and rail bridges over waterways, roads, and other railroads. Evaluations of the 

constraints potentially imposed by the infrastructure were conducted (see Chapter 7 for details) 

and are described briefly below. 
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D.C. to Richmond Southeast High Speed Rail 5-101 Alternatives Technical Report 

5.7.1 Road Overpass Constraints 

The DC2RVA corridor includes 80 public road overpasses and 16 private road overpasses, where 

a road passes over the rail corridor. The area beneath each overpass was evaluated for sufficient 

space to safely fit an additional main track within the existing rail corridor opening (both vertical 

and horizontal clearance); the road overpass evaluations are described in greater detail in Chapter 

7 of this report. An overpass may be unconstrained, with space to add another track on either 

side of the existing tracks, or it may have space only on one side, leaving the opposite side 

constrained. These constraints, if any, were used to evaluate and adjust potential alignment 

options. In some cases, the arrangement of tracks and bridge piers is such that there is no room 

for an additional track; in these cases, a replacement for the road overpass would be required for 

any of the build alternatives within the right-of-way. 

5.7.2 At-Grade Road Crossing Constraints 

The DC2RVA corridor includes 68 public and 31 private at-grade road crossings, where a road 

crosses the rail corridor at grade. These at-grade road crossings were evaluated for road geometry 

and physical conditions that could be affected by adding an additional track on one side or the 

other of the existing tracks. These evaluations are described in greater detail in Chapter 7 of this 

report. At-grade crossings that could readily accommodate an additional track without requiring 

more than minor roadwork were considered unconstrained; at-grade crossings requiring more 

extensive roadwork to achieve/maintain a safe road geometry or relocation of driveways or 

adjoining roads were considered constrained, and the constraint considered in evaluating and 

adjusting rail alignments. To comply with ADA guidelines pertaining to crossing improvements 

and accommodations, the BOD states that “All publicly accessible at-grade crossings, public or 

private, shall have train activated warning systems.” 

5.7.3 Rail Bridge Constraints 

The DC2RVA corridor includes 50 rail bridges over roads, 4 rail bridges over other railroads, and 

68 rail crossings over waterways including large culverts over 6 feet in diameter. There are also 

numerous culverts less than 6 feet in diameter along the rail corridor. The corridor south of 

Franconia is double track, and the existing bridges and large culvert crossings are double track 

with two exceptions: a single-track bridge and an adjacent double track bridge over Quantico 

Creek, and the single-track S-Line crossing of the James River south of Main Street Station. The 

corridor also includes track on raised structure or viaduct, notably at Fredericksburg Station, 

Main Street Station, and portions of the James River and Peninsula Subdivisions in Richmond. 

Adding new track along the corridor in any of the build alignments would require new bridges 

over the roads, railroads, and waterways. DRPT assumed the existing double track structures 

were adequate and that new bridges would be required only for the new track, with the exception 

of bridges over major waterways. Major waterways are those where the bridge requires one or 

more sets of piers between the bridge abutments. Due to the potential costs, impacts, and 

permitting requirements for new bridges over major waterways, DRPT determined new bridges 

would be assumed for planning purposes to have a substructure sufficient to accommodate a 

second track in the future even if only one track is being considered for the Project. The additional 

width will be preserved for use for right-of-way maintenance and will allow for future expansion, 

if or when additional tracks may be necessary. Where culverts are in place beneath the rail, DRPT 

assumed the culvert would be extended a sufficient distance to place the new track on top. 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-102 Alternatives Technical Report 

The build alignments share the following common elements for these new bridges across major 

waterways: 

 New bridges would be located alongside existing rail bridges. 

 New bridges would be assumed for planning purposes to have a substructure sufficient 

to accommodate a second track for future system expansion; however, only one track is 

being considered for the Project. 

 Existing rail bridges would continue to be used by either one or two tracks. 

The use of existing bridges constrains the rail alignments as they approach waterway crossings; 

to address this potential issue, a preliminary siting review of the bridge locations was conducted 

to determine if there were any readily apparent site constraints that would limit the location of 

the new bridge either west (upstream) or east (downstream) of existing bridges. Chapter 6 of this 

report provides additional detail and the results of these preliminary siting reviews of rail bridge 

locations. 

5.8 CONSIDERATION OF STATION LOCATIONS 

Existing and potential intercity passenger rail stations on the DC2RVA corridor are identified and 

evaluated in Chapter 8 of this report. Stations evaluated in this effort include existing stations 

used by Amtrak for intercity passenger rail service; existing, planned and/or under construction 

VRE commuter rail stations; and potential new stations for intercity passenger rail proposed for 

consideration during Project scoping. Stations have a considerable bearing on the Project, and in 

many cases drive alignment alternatives. Below is a list of station-related improvements that are 

being considered in the corridor: 

 Existing passenger stations may be improved or expanded to meet Amtrak’s station 

facility guidelines and ridership service requirements, including new station buildings, 

parking, and other facilities. 

 New passenger stations may be established to meet ridership demand and/or to improve 

passenger service and rail operational efficiency. 

 Amtrak station platforms may be reconfigured and new island platforms added to meet 

new track alignments and the Project’s BOD. Track alignments at VRE stations will 

accommodate expanded platforms and new island platforms in accordance with the 

Project’s BOD. The Project does not include construction of new platforms for VRE 

stations. 

 Future passenger service frequency and schedules may change; stations may receive more 

or less Long Distance, Interstate Corridor, or Northeast Regional (Virginia) train services 

than they do now; or stations may receive more or less funding from public or private 

sources. 

Functional criteria were developed for the station evaluations by identifying key characteristics 

of stations that drive demand for intercity rail service, including existing site conditions, 

surrounding population density and commercial activity, intermodal connectivity, and distance 

between station stops. These criteria are based on guidelines from the FRA and standards 

developed by Amtrak, the American Railway and Maintenance of Way Association (AREMA), 

and other local and national studies of rail stations. Stations that meet these criteria support the 
ALTERNATIVES DEVELOPMEN T AND SCREENING PROCESS 

D.C. to Richmond Southeast High Speed Rail 5-103 Alternatives Technical Report 

Project’s Purpose and Need by providing a safe and efficient passenger experience, thereby 

making intercity passenger rail travel in the DC2RVA corridor and beyond a competitive choice. 

Stations may also affect the Project by potentially constraining the alignment. The DC2RVA BOD 

includes standards for track alignments at stations and platforms, including provision for center 

island platforms where there are 3 or more tracks. A track alignment that meets the existing or 

future needs of a station for platform access would have fewer impacts to the station than an 

alignment that requires station platform replacement. However, treating existing or planned 

station platforms as fixed constraints that the alignment must accommodate could require the 

alignment north or south of the station to shift and affect other resources. Track alignments were 

evaluated for their potential to impact existing station platforms and planned station platform 

expansions, as well as for the effects on the alignments of meeting the existing or planned 

platform constraints. 
D.C. to Richmond Southeast High Speed Rail 6-1 Alternatives Technical Report 

RAIL ALIGNMENT SCREENING 

6.1 INTRODUCTION 

This chapter presents the rail alignment screening results by segment for three areas: Northern 

Virginia, Central Virginia, and Richmond, representing areas of similar existing conditions, 

issues, and railroad operating characteristics (Figures 6-1, 6-2, and 6-3). This chapter also presents 

the screening results for additional local options identified for Arlington, Fredericksburg, and 

Ashland, including bypass alignments. The alternative development process for DC2RVA began 

with the development of preliminary rail alignments as the initial basis for project build 

alternatives, recognizing that adding a main line track and/or the potential realignment of the 

existing main line tracks would be the driver for many of the other project-related improvements 

and potential impacts. Rail alignments—i.e., the location and configuration of the new and/or 

existing main line track—were developed by DRPT using previous studies, suggestions received 

from the public and other stakeholders during project scoping, and the findings of the SEHSR 

Tier I EIS and ROD. All preliminary alignments were developed to a similar conceptual design 

level using the precepts of the DC2RVA Basis of Design. DRPT recognizes there is a trade-off 

between meeting the Project’s Purpose and Need and impacts to human and natural resources. 

Adding a main track to the existing rail corridor adds capacity to the system. The additional 

capacity removes or reduces system bottlenecks and improves passenger train performance and 

reliability. Improving travel time requires some combination of faster train operating speeds 

and/or fewer stops or delays. Designing an alignment for faster train speeds typically means 

straightening curves and reducing grade changes—a relatively straight level track can support 

faster train speeds than a curving track with steeper grades1. The existing rail corridor has 

acceptable grades in most segments, but many curves that restrict the track speed. Straightening 

the curves while adding new track can require additional right of way and create impacts to 

human and natural resources - while not improving the rail corridor or not adding track would 

have less impacts, but provide less improvement to the existing passenger rail system and may 

not satisfy the Project’s Purpose and Need. Generally, where two or more alignment options exist 

with comparative levels of impacts, DRPT has advanced the alignment option that maximizes 

speed and capacity. Additional details pertaining to the Project’s Purpose and Need are specified 

in Chapter 1 of the Draft EIS. 

 

1 Train speed can also be improved by upgrading the class of track, making signal improvements, and use of more 

powerful locomotives.

6 
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King George County

Stafford County

City of

Alexandria

Prince William County

Arlington

County

Fairfax County Franconia-Springfield

Metro Station

Fredericksburg

Station

Leeland

Road

Station

Brooke

Station

Quantico

Station

Rippon

Station

Woodbridge

Station

Lorton

Station

Alexandria

Station

Crystal

City

Station

Lorton

Auto Train

Station

Planned VRE

- Potomac

Shores Station

Spotsylvania

Station

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Figure 6-1 

Northern Virginia

Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

0 2.5 5

Miles

1 inch = 5 miles

@ 8.5 x 11 inches

Quantico

M A R Y L A N D

Potomac River

Legend

DC2RVA Project Corridor

Virginia Rail Lines

County/City Boundaries

Amtrak Station

VRE Station

Amtrak/VRE Station

VRE/WMATA Station

DC2RVA Project Segments

1: Rosslyn Junction to

Alexandria (ROAF)

2: Alexandria to Franconia

(AFFR)

3: Franconia to Lorton (FRLO)

4: Lorton to Powells Creek

(LOPC)

5: Powells Creek to Arkendale

(PCAR)

6: Arkendale to Dahlgren

Junction (ARDJ)

7: Dahlgren Junction To

Fredericksburg (DJFB)

8: Fredericksburg to Hamilton

(FBHA)

9: Hamilton to Crossroads

(HAXR)
Town of

Ashland

Doswell

Milford

Greendale

Colemans Mill

Crossing

King George County

Fort

A.P.

Hill

Caroline County

Hanover County

Henrico County

Spotsylvania County

Stafford

County

City of

Fredericksburg

Fredericksburg

Station

Ashland

Station

Staples

Mill

Station

Spotsylvania

Station

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Figure 6-2 

Central Virginia

Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

1 inch = 5 miles

@ 8.5 x 11 inches

Legend

DC2RVA Project Corridor

Virginia Rail Lines

County/City Boundaries

Amtrak Station

VRE Station

Amtrak/VRE Station

DC2RVA Project Segments

10: Crossroads to Guinea

(XRGU)

11: Guinea to Milford

(GUMD)

12: Milford to North

Doswell (MDND)

13: North Doswell to

Elmont (NDEL)

14: Elmont to Greendale

(ELGN)

Richmond Area

0 2.5 5

Miles
Centralia

Doswell

Greendale

Town of

Ashland

Caroline County

Chesterfield County

Hanover County

Henrico County

City of

Richmond

Ashland

Station

Main Street

Station

Staples

Mill

Station

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Figure 6-3 

Richmond Area

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: USGS 2015

Topographic Map

0 2.5 5

Miles

1 inch = 5 miles

@ 8.5 x 11 inches

Legend

DC2RVA Project

Corridor

Virginia Rail Lines

County/City

Boundaries

Amtrak Station

DC2RVA Project

Segments

15: Greendale to

South Acca Yard/West

Acca Yard (GNSA)

16: SAY/WAY to AM

Junction (Hermitage

Lead) (SAAM)

17: AM Junction to

Centralia - S Line

(AMCE)

18: West Acca Yard to

Centralia - A Line

(WACE)

19: AM Junction to

Beulah (Peninsula

Sub.) (AMBE)

20: Buckingham

Branch (BBRR)

Central Virginia Area

James River
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-5 Alternatives Technical Report 

Rail alignments were screened for potential impacts to key environmental resources and used to 

identify potential modifications to associated highway infrastructure and existing and potential 

stations. Determining potential rail alignments was an iterative process, with alignment 

modifications made to avoid or minimize adverse effects on environmental resources and 

existing infrastructure while meeting the Project’s Purpose and Need. The process also 

considered each rail alignment’s potential ability to reduce trip times while providing increased 

capacity and reliability based on track design speed and rail operations. All alignment options, 

including bypass options, were designed to conform to the DC2RVA Basis of Design. The 

Alternatives Technical Report addresses only build alternatives for this Project. The No Build 

Alternative will be explained in detail in the Tier II Draft EIS. 

Northern Virginia and Central Virginia rail alignment options are identified based on their 

abilities to improve track design speed, capacity, and reliability. Northern and Central Virginia 

alignment options and screening evaluations are presented in the following sections; for more 

information on the overall screening process refer to Section 5.3: 

 6.2 Rail Alignment Options 

 6.3 Rail Alignment Screening Process 

 6.4 Stage I Screening 

 6.5 Stage II Screening 

 6.6 Stage III Screening 

 6.7 Stage IV Screening 

In Richmond, the existing dense urban development, grade changes, and historic rail 

configuration limit opportunities to improve travel time; additionally, there are multiple rail lines 

(CSXT A-Line and S-Line) to consider. Due to these factors, preliminary rail alignments and other 

improvements for the Richmond area were developed based on serving potential station 

locations and passenger train routes. The potential improvements aim to increase capacity, 

reliability and largely stayed within existing right-of-way. Richmond rail alignments and 

improvements are therefore identified based on adding capacity and reliability to existing and 

future rail operations determined by potential station locations. Richmond alignment options and 

screening evaluations are presented in a similar process in Section 6.7.3, comparing rail 

improvements against Stage I, II, and III resources: 

 6.7.3.1 Station Location Options 

 6.7.3.2 Freight Connector Bypass Options 

 6.7.3.3 Rail Infrastructure Alternatives by Station Location 

 6.7.3.4 Richmond Area Rail Infrastructure Options—Screening Results 

 6.7.3.5 Rail Operations Review 

6.2 RAIL ALIGNMENT OPTIONS 

The evaluation of rail alignments included several rail alignment options in Northern Virginia 

and Central Virginia. Figures 6-1 and 6-2 illustrate the segments in the Northern Virginia and 

Central Virginia areas. These options include a combination of maximizing train speed, 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-6 Alternatives Technical Report 

maintaining or improving train speed, and minor improvements within and outside of the rightof-way. The options in the Northern Virginia and Central Virginia areas include: 

 Maximum Speed Option—add one main track and re-align existing main tracks to 

increase passenger train speed to 90 mph for most of the corridor, unconstrained by 

existing right-of-way. 

 Improved Speed Options—add one main track and re-align existing main tracks to 

improve passenger train speed (not exceeding 90 mph) where feasible, while staying 

within existing right-of-way. The improved speed options are categorized by the 

following design methods: 

– Constrained—add one track and realign existing tracks, constrained to right-of-way, 

to improve speed. This option seeks to maximize track design speed within the rightof-way, but could require replacement of existing rail bridges and tangent (straight) 

track sections, increasing possible impacts and cost. 

– Hold Bridges—add one track and re-align existing tracks similar to Constrained 

option except at crossings of major/roads, where the alignment of the existing rail 

bridges continue in use for existing track. This option seeks to improve track design 

speed within the right-of-way by shifting track in curves and possibly tangent track, 

while reducing possible impacts and costs by continuing to use existing rail bridges 

for existing track. 

– Hold Bridges/Tangents—add one track and re-align existing tracks similar to 

Constrained and Hold Bridges except at sections of straight (tangent) track where the 

current alignment is maintained. This option seeks to improve track design speed 

within the right-of-way by shifting track in curves while reducing possible impacts 

and costs by continuing to use existing rail bridges and tangent track. 

 Existing Speed Options—add one main track, matching existing track design speed (no 

re-alignment of existing track), including: 

– East—add one track east of existing track 

– West—add one track west of existing track 

 2006 Study Alignment—add one track, shifting between east and west as recommended 

by DRPT’s 2004 and 2006 studies2

 No Additional Track Alternative—includes small shifts of existing curves (less than 10 

feet and within existing right-of-way), as well as minor improvements to signals, 

communications systems, at-grade crossings, crossovers, or sidings. These minor 

improvements occur in four segments in northern Virginia where the existing number of 

tracks meets the projected requirements (segments 2 and 8) or on-going construction will 

 

2 DRPT’s 2004 and 2006 corridor studies did not address Fredericksburg or Ashland. In 2004, DRPT conducted a Third 

Track Conceptual Location Study in which a third mainline track was proposed for the 92.7-mile-long corridor between 

the Richmond Staples Mill Road Station and the Ravensworth Interlocking, a crossover between mainline tracks that 

is located south of Franconia in the Northern Virginia suburbs of Washington. This study did not include the corridor 

through Fredericksburg or Ashland. In 2006, DRPT conducted a more detailed Third Track Feasibility Study in which 

an 8.1-mile-long rail corridor connecting Richmond’s Main Street Station to Staples Mill Road Station via Acca Yard 

was studied in conjunction with the 92.7-mile-long corridor of the previous (2004) study. This study, like the 2004 Third 

Track Conceptual Location Study, did not include parts of the corridor through Fredericksburg and Ashland. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-7 Alternatives Technical Report 

provide the projected track requirements (segments 5 and 9). The No Additional Track 

alternative is represented in detail in Section 5.3.4. As discussed in Chapter 5, the No 

Additional Track Alternative alone does not meet the Project’s Purpose and Need to 

increase capacity, improve reliability, and reduce travel time; however, minor 

improvements could be viable in certain areas to connect segments where build 

alternatives are implemented. 

In addition, an evaluation of multiple local options occurred in Arlington, at the approach to Long 

Bridge3, to identify approaches to potential new Potomac River bridges and also at 

Fredericksburg and Ashland as possible options in lieu of adding a third track through the 

respective towns. These alignment options are discussed in detail in Chapter 5 and summarized 

below. 

 Arlington Area (approach to Long Bridge) 

1. Add 2-tracks east of existing corridor 

2. Add 2-tracks west of existing corridor 

3. Add 1-track east and 1-track west of existing corridor 

 Fredericksburg Area 

1. No Additional Track (Minor Improvements) from the Dahlgren Spur to the 

Fredericksburg Yard 

2. Add one track along the existing corridor from the Dahlgren Spur to the 

Fredericksburg Yard (two alignment options) 

3. Add a two-track bypass to the east of the city (nine different alignment options) 

 Ashland Area (alignment options assume a third main track is added north and south of 

Town) 

1. No Additional Track (Minor Improvements) for approximately two miles through 

Town of Ashland 

2. Add one track along the existing corridor through the Town of Ashland (three 

alignment options) 

3. Add a two-track bypass east of town (five alignment options) 

4. Add a two-track bypass west of the Town (four alignment options) 

5. Add a track in a tunnel beneath Town (two tunnel options) 

6. Buckingham Branch Freight Diversion - Add a track and make other 

improvements to the Buckingham Branch Railroad between Doswell and AM 

Junction, including new north and south connections to the CSXT mainline at 

Doswell and at AM Junction to support a freight diversion around the Town of 

Ashland (five additional wye connection alignments considered at Doswell). 

 

3 Long Bridge is the CSXT rail bridge over the Potomac River, connecting the DC2RVA corridor to Washington, D.C. 

and Washington Union Station. A separate study is underway evaluating options for increasing rail capacity over the 

Long Bridge.
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-8 Alternatives Technical Report 

6.2.1 Rail Operations Review 

The rail alignment options carried forward for further screening in Northern Virginia and Central 

Virginia were evaluated for potential improvements to train operations on the corridor by 

comparing track design speed and likely train operation speed, which is based on the need for 

efficient train operations and fuel use. The maximum allowable passenger train speed for the 

DC2RVA corridor is 90 mph; and one of the goals of the DC2RVA Basis of Design is to design 

track to support a 90 mph speed where practical. The rail operations review considers the ability 

for trains to reach and sustain 90 mph relative to locomotive acceleration performance and fuel 

efficiency. Trains require a considerable distance to accelerate or decelerate during normal 

operations, which limits the ability for a train to achieve 90 mph in short or varying speed 

segments. In such a case, improvements to the track design speed may be limited to the likely 

train operation speed that is practically achievable through the adjoining sections of track, which 

could be less than 90 mph. 

DRPT, taking into account the curvilinear corridor alignment and adjacent urban development 

in Northern Virginia, determined that the alignment options provide curves suitable for 90 mph 

operations between mileposts CFP 69.38 (the south end of the curve approximately 1.5 miles 

north of VRE’s Brooke Station) and CFP 90.16 (the south end of the first curve north of the 

Occoquan River), with curves up to 80 mph in the remainder of the Northern Virginia area. For 

the entire Central Virginia area, DRPT determined that 90 mph curves are possible. 

6.2.2 Run Time Analyses 

Run time analyses were conducted to determine the potential running times of the passenger 

trains along the DC2RVA corridor for different alignment options. This information, when 

compared to existing conditions, is used to approximate and compare trip time improvement. 

The Train Performance Calculator (TPC) feature of the Rail Traffic Controller (RTC) operations 

simulation model estimates running times based on rail alignments, curves, distances, and 

maximum curve speeds for the DC2RVA project. The following assumptions and inputs are used 

to create and run the model: 

 Curve speeds and curve locations are provided by the DC2RVA project team 

 Northbound and southbound runs are recorded 

 A one second dwell time is used for modeling all station stops, minimizing station effects 

on trip time for the purpose of this analysis 

 No recovery time is added to any of the schedules 

 Existing permanent speed restrictions such as those in Ashland and Fredericksburg (i.e. 

civil speeds, not strictly related to curvature) are retained in the cases 

Table 6-1 shows the estimated Pure Running Time4 between CP RO (Arlington) and Greendale 

for four different train types over the five alignment options. The train types include; Interstate 

Corridor (SEHSR) trains, Interstate Corridor (Carolinian) trains, Northeast Regional (Virginia) 

trains, and Long Distance trains. The table also includes the changes in running time introduced 

by potential Fredericksburg and Ashland bypasses. Estimates are calculated for all train types 

 

4 Pure Running Time is the shortest possible running time between stops. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-9 Alternatives Technical Report 

operating in both the northbound and southbound direction. Running times are measured in 

hours, minutes, and seconds (00:00:00). 

The estimated running times represent pure passenger train trip time only, and are not actual 

schedule times. The estimated run times do not include station dwell and recovery time, nor do 

they necessarily reflect contractual on-time performance agreements between the operator, 

owner, and host railroads at present or agreements that might exist in the future. Additionally, 

the estimated run times do not reflect the co-mingled operating characteristics of sharing 

infrastructure with freight traffic. The estimates of pure running times presented in Table 6-1 

indicate the following for each alignment option: 

 An Improved Speed alignment that enables trains to operate at 90 mph where possible 

permits trains to save approximately 22 to 23.5 minutes of running time compared with 

the Existing 70 mph alignment between Arlington and Greendale 

 Use of the potential western Ashland bypass route saves 0.77 to 0.9 minutes (46 to 54 

seconds) of pure running time compared with the Optimized alignment through 

downtown Ashland (the Ashland bypass would conceptually be used by through 

passenger trains and freight trains). 

 Use of the potential eastern Fredericksburg bypass adds approximately 2.5 minutes of 

running time compared with the Optimized alignment through downtown 

Fredericksburg (the Fredericksburg bypass would conceptually be used by through 

freight trains). 

 Use of both the Ashland and Fredericksburg bypasses adds approximately 1.5 minutes of 

running time compared with the Optimized alignment 

TABLE 6-1: PURE RUNNING TIMES - CP RO (ARLINGTON) TO GREENDALE 

Alignment Option SOUTHBOUND NORTHBOUND 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from 

Optimized 

Pure 

Running 

Time 

Change 

from Base 

Change 

from 

Optimized 

INTERSTATE CORRIDOR TRAIN (SEHSR) 1

No Build 01:51:17 00:00 n/a 01:51:21 00:00 n/a 

Improved Speed Hold 

Bridges/Tangents 01:27:44 -00:23:33 00:00 01:28:16 -00:23:05 00:00 

Improved Speed Hold 

Bridges/Tangents with 

Ashland bypass 

01:26:52 -00:24:25 -00:00:52 01:27:25 -00:23:56 -00:00:51 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg bypass 

01:30:01 -00:21:16 +00:02:17 01:30:50 -00:20:31 +00:02:34 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg and Ashland 

bypasses 

01:29:10 -00:22:07 +00:01:26 01:29:54 -00:21:27 +00:01:38 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-10 Alternatives Technical Report 

TABLE 6-1: PURE RUNNING TIMES - CP RO (ARLINGTON) TO GREENDALE 

Alignment Option SOUTHBOUND NORTHBOUND 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from 

Optimized 

Pure 

Running 

Time 

Change 

from Base 

Change 

from 

Optimized 

INTERSTATE CORRIDOR TRAIN (CAROLINIAN) 2

No Build 01:52:02 00:00 n/a 01:52:02 00:00 n/a 

Improved Speed Hold 

Bridges/Tangents 01:28:27 -00:23:35 00:00 01:28:56 -00:23:06 00:00 

Improved Speed Hold 

Bridges/Tangents with 

Ashland bypass 

01:27:33 -00:24:29 -00:00:54 01:28:05 -00:23:57 -00:00:51 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg bypass 

n/a n/a n/a n/a n/a n/a 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg and Ashland 

bypasses 

n/a n/a n/a n/a n/a n/a 

NORTHEAST REGIONAL (VIRGINIA) TRAIN 3

No Build 01:53:59 00:00 n/a 01:54:07 00:00 n/a 

Improved Speed Hold 

Bridges/Tangents 01:31:28 -00:22:31 00:00 01:32:09 -00:21:58 00:00 

Improved Speed Hold 

Bridges/Tangents with 

Ashland bypass 

n/a n/a n/a n/a n/a n/a 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg bypass 

n/a n/a n/a n/a n/a n/a 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg and Ashland 

bypasses 

n/a n/a n/a n/a n/a n/a 

LONG DISTANCE TRAIN 4

No Build 01:51:23 00:00 n/a 01:51:25 00:00 n/a 

Improved Speed Hold 

Bridges/Tangents 01:27:51 -00:23:32 00:00 01:28:20 -00:23:05 00:00 

Improved Speed Hold 

Bridges/Tangents with 

Ashland bypass 

01:27:02 -00:24:21 -00:00:49 01:27:34 -00:23:51 -00:00:46 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-11 Alternatives Technical Report 

TABLE 6-1: PURE RUNNING TIMES - CP RO (ARLINGTON) TO GREENDALE 

Alignment Option SOUTHBOUND NORTHBOUND 

Pure 

Running 

Time 

Change 

from 

Base 

Change 

from 

Optimized 

Pure 

Running 

Time 

Change 

from Base 

Change 

from 

Optimized 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg bypass 

01:30:10 -00:21:13 +00:02:19 01:30:53 -00:20:32 +00:02:33 

Improved Speed Hold 

Bridges/Tangents with 

Fredericksburg and Ashland 

bypasses 

01:29:21 -00:22:02 +00:01:30 01:30:05 -00:21:20 +00:01:45 

Table Notes: 1. Trains make one intermediate station stop at Alexandria, VA. 

2. Trains make intermediate station stops at Alexandria and Fredericksburg, VA. 

3. Trains make intermediate station stops at Alexandria, Woodbridge, Quantico, Fredericksburg, and Ashland, VA. 

4. Trains make intermediate station stops at Alexandria, Woodbridge, Quantico, Fredericksburg, and Ashland, VA. 

6.2.3 Reasonable and Feasible Track Alignment Options 

Based on the Stage I, II, and III screening and consideration of rail operations and run times, the 

Improved Speed Hold Bridges/Tangents alignment options are advanced as the reasonable and 

feasible track alignment for the Northern Virginia area where an additional main track is needed. 

Although the Existing Speed East and West alignment options each had one segment that 

advanced through these screenings, those alignments do not accommodate improving speed on 

the curves in the corridor. Therefore, the Improved Speed Hold Bridges/Tangents alignment 

options advance with modifications to the curves where possible within the existing right-of-way 

to attain the desired rail operating speed. In segments where there are three existing tracks, DRPT 

has chosen the No Additional Track as the reasonable option. Although no new track will be 

added in these segments, curves will be softened and track may be shifted to optimize speed. The 

No Additional Track option is specific to Segment 2 Alexandria to Franconia (AFFR), Segment 5 

Powells Creek to Arkendale (PCAR), Segment 8 Fredericksburg to Hamilton (FBHA) and 

Segment 9 Hamilton to Crossroads (HAXR). Additional information regarding these segments 

can be found in Section 6.4.1. 

The screening process also advanced the Improved Speed Hold Bridges/Tangents alignment 

options as the reasonable and feasible track alignment for the Central Virginia area. Given the 

recommendation to increase speeds to 90 mph throughout the Central Virginia area, the Existing 

Speed East and West alignments are eliminated from further consideration because they do not 

accommodate improving speed in curves. A review of the three improved speed options 

(Constrained, Hold Bridges and Hold Bridges/Tangents) indicates that the impacts are 

comparable in the MDND (Segment 12), NDEL (Segment 13), and ELGN (Segment 14) segments, 

although some curves on the options differ. Since these three options are comparable in these 

segments, the Improved Speed Hold Bridges/Tangents alignment options in Central Virginia 

advance with modifications to the curves where possible within the existing right-of-way to attain 

the desired rail operating speed. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-12 Alternatives Technical Report 

6.3 RAIL ALIGNMENT SCREENING PROCESS 

Rail alignments were evaluated for potential impacts to key environmental resources, associated 

highway and rail infrastructure, and the alignment’s ability to meet the DC2RVA Purpose and 

Need. The screening process (described in Chapter 5) was composed of three initial stages as well 

as a specialized screening for areas with additional alignment options: 

 Stage I: Evaluates rail alignments outside the existing right-of-way for potential impacts 

to protected environmental resources. 

 Stage II: Evaluates rail alignments for order of magnitude impacts on additional 

environmental resources, within and outside the existing right-of-way. 

 Stage III: Evaluates rail alignments for effects on existing infrastructure, including atgrade crossings, roadway overpasses, and rail bridges over roads or waterways. 

 Stage IV: Evaluates rail alignments and other improvements, including bypasses, in areas 

of special concern (Fredericksburg, Ashland, and Richmond). This stage incorporates the 

Stage I, II, and III screening steps for additional local alignments. DRPT also conducted 

rail operations reviews including passenger train run time analyses, station operations, 

and possible interactions between passenger, commuter, and freight operations for these 

additional rail alignments. 

All of the preliminary alignments were developed by DRPT in accordance with the DC2RVA 

BOD, and were designed at a conceptual engineering level to address the Project’s Purpose and 

Need while also considering minimizing impacts to human and natural resources. Preliminary 

alignments were compared on a segment by segment basis. Where the potential for 

environmental impacts identified in screening are similar, DRPT gave preference to preliminary 

alignments that better serve the Purpose and Need—the Maximum Speed Alignment was 

preferred over the Improved Speed Alignments, which in turn were preferred over Existing 

Speed alignments. In some segments, only one alignment remained to be carried forward to the 

Draft EIS after Stage I, II, and III screening evaluations. In other segments, two or more alignments 

remained after screening and are carried forward into the Draft EIS for further detailed analyses. 

A brief description of the screening stage, the criteria specific to that stage, and the evaluation 

factors that determine the progression of the alternatives are summarized in Table 6-2. 

TABLE 6-2 RAIL ALIGNMENT SCREENING PROCESS 

Screening Stage Screening Criteria Evaluation Factors 

Stage I 

Direct effects on key 

environmental resources 

Direct effects to: 

 Historic resources listed on or eligible for listing 

on the National Register of Historic Places 

 Federal, state, or local parks and recreation areas 

 Federal or state wildlife and waterfowl refuges 

 Military bases 

Alignment options eliminated if 

adding a new main track would have 

direct effects to key resources 

outside of existing right-of-way 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-13 Alternatives Technical Report 

TABLE 6-2 RAIL ALIGNMENT SCREENING PROCESS 

Screening Stage Screening Criteria Evaluation Factors 

Stage II 

Order of magnitude 

impacts on readily 

identifiable environmental 

characteristics not 

addressed in the first 

stage screening 

Direct effects to: 

 Area outside of right-of-way 

- Urban/developed land use 

- Agricultural land use 

 Registered hazardous material or waste site(s) 

under Superfund 

 Registered hazardous material or waste site(s) 

under CERCLIS5 

 Conservation lands/easements 

 State-listed agricultural or forestal districts 

 Areas on the National Wetlands Inventory or 

other mapped wetland areas 

 Cemeteries 

Alignment option(s) eliminated if 

adding a new main track would have 

direct impacts on environmental 

characteristics that are substantively 

greater than options with 

comparable design speed. 

Stage III 

Infrastructure constraints 

on rail operations and 

track design 

Direct effects to: 

 Existing rail bridges over roads, railroads, and 

waterways 

 New rail bridges over roads, railroads, and 

waterways 

 Existing and new roadway overpasses 

 Existing roadway at-grade crossings 

 Existing station platforms 

 Track design speed/capacity 

Alignment option(s) eliminated if 

adding a new main track would have 

direct impacts on existing 

infrastructure or require new 

infrastructure substantively greater 

than options with comparable or 

improved track design 

speed/capacity. 

Stage IV 

Evaluation of bypass 

alignments and areas of 

special concern 

(Fredericksburg, Ashland, 

and Richmond) 

Direct effects to: 

 Stage I criteria 

 Stage II criteria 

 Stage III criteria 

Alignment option(s) eliminated in 

accordance with Stage I, II and III 

evaluation factors described above. 

The process systematically evaluates and screens the range of alignment options in order to 

identify rail alignments for detailed analysis in the Draft EIS. Rail alignments carried forward to 

the Draft EIS are those that meet the established Purpose and Need, are practical and feasible, 

and are anticipated to have acceptable levels of impact to the human and natural environments. 

The rail alignments, bypasses, and/or station options that are carried forward by DRPT are 

indicated in the tables with an open circle (). Those that DRPT are not carrying through for 

further evaluation are represented by a closed circle (). If DRPT’s analysis is indeterminate, 

identified impacts are relatively minor, or could be addressed with minor modifications d to the 

alignment or option, a half-filled circle is noted (◒). Rail alignments are identified on a segment 

 

5 CERCLIS = Comprehensive Environmental Response, Compensation and Liability Information System 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-14 Alternatives Technical Report 

and sub-segment basis6. The segment/sub-segment results are presented for three areas: 

Northern Virginia, Central Virginia, and Richmond, representing areas of similar existing 

conditions, issues, and railroad operating characteristics. 

The cumulative results of Stages I, II, and III Screening of Alignments in Northern Virginia and 

Central Virginia are shown in Tables 6-3 and 6-4 respectively. In addition, a no additional track 

option and a two-track bypass option were considered for Fredericksburg and Ashland. Multiple 

bypass alignments were identified for each area under Stage IV and then each bypass alignment 

was evaluated against the Stage I, II, and III screening elements. Tunnel options were also 

considered for Ashland and screened against the Stage I, II, and II criteria. 

Stage IV Screening Summary presents the results for bypasses in Fredericksburg and Ashland. In 

Fredericksburg, an east bypass route was identified as potentially reasonable in lieu of adding a 

main track through the city. Other potentially reasonable alternatives identified for 

Fredericksburg include adding a track through town along the east of the existing corridor, and 

a no additional track alternative. In Ashland, a west bypass route was identified as potentially 

reasonable, in lieu of adding a main track in the town. Other potentially reasonable alternatives 

identified for Ashland include adding a track through town along the east of the existing corridor, 

and adding a track through town and centering all three tracks. A no additional track alternative 

and a tunnel alternative for Ashland were also carried forward into the Draft EIS. Stage IV 

Screening Summary also presents the results of the Richmond area alignment to include station 

options and preferred alternatives. In Richmond, there are eight alternatives carried forward to 

the Tier II Draft EIS. These alternatives include all those discussed in Section 6.7.3. 

 

6 The DC2RVA corridor was initially divided into segments for planning and evaluation purposes. Corridor segments 

are described in Chapter 2. These segments were later combined to form areas and these areas were then evaluated 

in the Draft EIS. More information on the formation of these areas in described in Chapter 9. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-15 Alternatives Technical Report 

Source: HDR, 2015. 

Table Notes:  = Option eliminated from further consideration;  = Option carried forward for further consideration; n/a = not applicable 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents

TABLE 6-3: SUMMARY OF STAGES I, II, AND III SCREENING BY SEGMENT (NORTHERN 

VIRGINIA) 

Segment Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold BR Hold 

BR/Tan 

East West 2006 

01: Rosslyn to Alexandria 

(ROAF)       n/a n/a 

02: Alexandria to 

Franconia (AFFR) n/a n/a n/a n/a n/a n/a n/a 

03: Franconia to Lorton 

(FRLO)        n/a

04: Lorton to Powells 

Creek (LOPC)        n/a

05: Powells Creek to 

Arkendale (PCAR) n/a n/a n/a n/a n/a n/a n/a 

06: Arkendale to Dahlgren 

Junction (ARDJ)        n/a

07: Dahlgren Junction to 

Fredericksburg (DJFB)       n/a n/a 

08: Fredericksburg to 

Hamilton (FBHA) n/a n/a n/a n/a n/a n/a n/a 

09: Hamilton to 

Crossroads (HAXR) n/a n/a n/a n/a n/a n/a n/a 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-16 Alternatives Technical Report 

TABLE 6-4: SUMMARY OF STAGES I, II, AND III SCREENING BY SEGMENT (CENTRAL 

VIRGINIA) 

Segment Max 

Speed 

Improved Speed^ Existing Speed 

No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 2006 

10: Crossroads to 

Guinea (XRGU)        n/a 

11: Guinea to 

Milford (GUMD)        n/a

12: Milford to 

North Doswell 

(MDND) 

       n/a

13: North Doswell 

to Elmont (NDEL)        n/a

14: Elmont to 

Greendale (ELGN)        n/a

Source: HDR, 2015. 

Table Notes:  = Option eliminated from further consideration;  = Option carried forward for further consideration 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Table 6-5 summarizes the staging process for the bypass options for both Fredericksburg and 

Ashville. This table also summarizes the staging outcome for the Richmond area options. 

Additional information related to this process is found in Section 6.7. 

TABLE 6-5: STAGE IV SUMMARY SCREENING OF BYPASS OPTIONS FOR ASHLAND AND 

FREDERICKSBURG 

Bypass Option Stage I Stage II Stage III Eliminating Factor(s) 

Fredericksburg Bypass Options 

FEB 1A    Impacts to Existing Infrastructure, inefficient rail 

operations, possible conflicts with VRE operations 

FEB 1B    Impacts to Existing Infrastructure, inefficient rail 

operations, possible conflicts with VRE operations

FEB 2    Impacts to Historic Resources, inefficient rail operations, 

possible conflicts with VRE operations

FEB 2A    Impacts to Historic Resources, inefficient rail operations, 

possible conflicts with VRE operations

FEB 4C    Impacts to Historic Resources, inefficient rail operations, 

possible conflicts with VRE operations

FEB 5    Impacts to Parks & Public Recreation Areas 

FEB 5A    Impacts to Parks & Public Recreation Areas

FEB 5B    Impacts to Parks & Public Recreation Areas
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-17 Alternatives Technical Report 

TABLE 6-5: STAGE IV SUMMARY SCREENING OF BYPASS OPTIONS FOR ASHLAND AND 

FREDERICKSBURG 

Bypass Option Stage I Stage II Stage III Eliminating Factor(s) 

FEB 6A    Impacts to Parks & Public Recreation Areas

FEB 6B    Impacts to Parks & Public Recreation Areas

FEB 6C    Option carried forward for further evaluation in the 

Draft EIS 

FEB 6D    Impacts to Existing Infrastructure

Ashland Bypass Options

AEB1 (Ashland East 

Bypass)    Impacts to Parks & Public Recreation Areas 

AEB 2 (Ashland East 

Bypass to Buckingham 

Brand Railroad) 

  

Impacts to Parks & Public Recreation Areas; impacts to 

I95 infrastructure 

AEB 3 (Ashland East 

Bypass that does not 

Cross I-95) 

  

Impacts to Wetlands, acquisition of urban/developed 

lands

AEB 4 (Ashland East 

Bypass in the I-95 

Median) 

 

 Impacts to Wetlands, impacts to I95 infrastructure

AEB 5 (Ashland East 

Bypass White Paper)    Impacts to Wetlands, potential acquisition of urban/developed lands, impacts to I95 infrastructure

Wye 1 (Wye Option #1)    Impacts to Wetlands, impacts to I95 infrastructure

Wye 2 (Wye Option #2)    Impacts to Wetlands 

Wye 3 (Wye Option #3)    Impacts to Wetlands 

Wye 4 (Wye Option #4)    Impacts to Wetlands 

Wye 5 (Wye Option #5)    Option carried forward for further evaluation in the 

Draft EIS 

AWB 1 (Ashland West 

Bypass)    Impacts to Wetlands, acquisition of urban/developed lands 

AWB 2 (Ashland West 

Bypass Revision #1 per 

Public Comment) 

  

Impacts to Wetlands and acquisition of agricultural lands 

and community (church)

AWB 3 (West Ashland 

Bypass)    Impacts to Wetlands and l acquisition of agricultural lands and community (church)

AWB 4 (West Ashland 

Bypass)    Option carried forward for further evaluation in the Draft EIS

BBRR Freight Diversion 

Option    Impacts to wetlands, impacts to I95 infrastructure, and conflicts with rail operations in Richmond. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-18 Alternatives Technical Report 

TABLE 6-5: STAGE IV SUMMARY SCREENING OF BYPASS OPTIONS FOR ASHLAND AND 

FREDERICKSBURG 

Bypass Option Stage I Stage II Stage III Eliminating Factor(s) 

Richmond Area Station Rail Infrastructure Options 

Staples Mill Road Station 

Only    Option carried forward for further evaluation in the Draft EIS 

Boulevard Station Only, 

A-Line    Option carried forward for further evaluation in the Draft EIS 

Boulevard Station Only, 

S-Line    Option carried forward for further evaluation in the Draft EIS 

Broad St. Station Only, 

A-Line    Option carried forward for further evaluation in the Draft EIS 

Main Street Station Only, 

S-Line    Option carried forward for further evaluation in the Draft EIS 

Main Street Station Only, 

with FC    Impacts to Wetlands 

Main St. and Staples Mill 

SPLIT Service    Option carried forward for further evaluation in the Draft EIS 

Main St and Staples Mill 

FULL Service    Option carried forward for further evaluation in the Draft EIS 

Main St. and Staples Mill 

FULL Service with FC    Impacts to Wetlands 

Main St. and Staples Mill 

SHARED Service    Option carried forward for further evaluation in the Draft EIS 

Richmond Freight Connector (FC) Options*

FC 1   Option carried forward for further evaluation in the Draft EIS

FC 2   Impacts to Historic Resources

FC 3   Impacts to Historic Resources

FC 4   Impacts to Historic Resources

FC 5   Impacts to Historic Resources and Parks & Public Recreation Areas 

FC 6   impacts to Historic Resources and Parks & Public Recreation Areas

FC 7   impacts to Historic Resources and Parks & Public Recreation Areas

FC 8   Impacts to Parks & Public Recreation Areas

FC 9   Impacts to Parks & Public Recreation Areas

FC 10   Impacts to Wetlands and urban/developed land

Source: HDR, 2015. 

Table Notes:  = Option eliminated from further consideration;  = Option carried forward for further consideration 

* No Stage III Screening necessary for determination 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-19 Alternatives Technical Report 

In Richmond, the existing dense urban development, grade changes, and historic rail 

configuration limit opportunities to improve travel time; additionally, there are multiple rail lines 

(CSXT A-Line and S-Line) to consider (Figure 6-3). Because of these factors, preliminary rail 

alignments and other improvements to improve capacity and passenger service reliability for the 

Richmond area were developed based on potential station locations and passenger train routes. 

The preliminary rail alignments and potential improvements would largely occur within existing 

right-of-way. Richmond’s rail alignment options were then evaluated against the Stage I, II, and 

III screening elements. The potential improvements to the S-Line from Main Street Station across 

the James River and south to Centralia7 were screened as part of those preliminary alignments 

that use the S-Line to ensure a comparable evaluation of the Richmond alternatives. The 

cumulative results of the Stage I, II, and III Screening for the Richmond Area rail alignments 

(defined by station location and route options) are shown in Table 6-6. Based on the Stage I, II 

and III Screening for the Richmond area, the following rail alignment sets (defined by station 

location and route options) were carried forward for further evaluation and screening: 

 Single Station Options 

– Staples Mill Road Station Only (A-Line) 

– Boulevard Station Only (A-Line) 

– Boulevard Station Only (S-Line) 

– Broad Street Station Only (A-Line) 

– Main Street Station Only (S-Line) 

 Two Station Options 

– Main Street and Staples Mill Road Stations Combined–Split Service (A-Line) 

– Main Street and Staples Mill Road Stations Combined–Full Service (S-Line) 

– Main Street and Staples Mill Road Stations Combined–Shared Service (A-Line and SLine) 

6.4 STAGE I SCREENING 

6.4.1 Stage I Screening Process 

Stage I Screening identified rail alignment options with direct effects on protected environmental 

resources outside of existing CSXT right-of-way. Stage I screening was conducted for all 

identified alignment options in Northern Virginia, Central Virginia, and Richmond, including 

possible bypass alignments in Fredericksburg and Ashland. Alignment options with direct effects 

on the following environmental resources were eliminated from further consideration: 

 

7 The 2015 SEHSR Richmond to Raleigh Tier II EIS (R2R EIS) previously evaluated rail improvements on the S-Line 

between Main Street Station and Centralia. Rail improvements identified in the R2R EIS for this segment of track were 

modified to meet the DC2RVA basis of design, and new improvements specific to DC2RVA were identified, including 

a new siding track south of the James River. These DC2RVA-based improvements were then included within the 

preliminary alignments for options using the S-Line between Main Street Station and Centralia. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-20 Alternatives Technical Report 

 Historic resources listed on or eligible for listing on the National Register of Historic 

Places 

 Military installations 

 Federal, state, or local parks and recreation areas 

 Federal or state wildlife/waterfowl refuges 

These resources are afforded special consideration and protection through various federal and 

state agency guidance and regulatory programs. While a direct effect on one of these resources is 

not prohibited, gaining the necessary regulatory and agency approvals for such impacts can be 

difficult and time-consuming, and typically requires a determination by the appropriate agency 

that there is no feasible alternative that avoids or reduces the impacts. Therefore, DRPT 

determined that preliminary rail alignments that impacted these resources would be eliminated 

if there were other options available that did not impact these resources. 

Screening of the alignment options was accomplished by mapping impact areas within the 

Project’s GIS system based on the horizontal track geometry and an approximate proposed limit 

of work as described in Chapter 5. The impact areas were overlaid on existing maps of these 

environmental resources to determine potential impacts for each alignment option. 

Four segments within the Northern Virginia area were not evaluated for an additional main track 

because the segments already have a comparable number of main tracks or an additional main 

track is under construction through another independent project. In these four segments, the 

existing three or four tracks were evaluated under the No Additional Track (Minor 

Improvements) alignment option, and screening was limited to the anticipated impacts from realigning existing track through the curves to improve design speed. The four segments thus 

evaluated are: 

 Segment 2: Alexandria to Franconia (AFFR) currently has three tracks from the AF to just 

north of the Springfield-Franconia VRE station. 

 Segment 5: Powells Creek to Arkendale (PCAR) is currently undergoing construction to 

add a third track. 

 Segment 8: Fredericksburg to Hamilton (FBHA) currently has three mainline tracks from 

MP 58.5 to MP 56. 

 Segment 9: Hamilton to Crossroads (HAXR) currently has three mainline tracks along 

with the new Virginia Railway Express (VRE) Spotsylvania Station. 

6.4.2 Stage I Screening Results for Northern Virginia 

Stage I Screening of alignment options in the Northern Virginia area is shown in Table 6-6 

through Table 6-15. Each table represents a specific segment of the Northern Virginia alignments 

and the range of alternatives evaluated in that segment. This Stage I screening does not include 

Fredericksburg bypass options. All special bypass and station options are evaluated in Stage IV. 

Segment 1, Rosslyn to Alexandria, is a 6.3-mile-long segment that currently includes three 

mainline tracks for most of its length. It is proposed to add a fourth track in this segment. This 

segment includes several bridges and curves that restrict speeds in these areas. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-21 Alternatives Technical Report 

The results of the alignment option evaluation for this segment are shown in Table 6-6. Based on 

analysis, the Maximum Speed option is eliminated due to impacts to historic resources and parks. 

The Improved Speed Hold Bridges/Tangents alignment option is carried forward because it 

would result in fewer impacts to parks compared to other Improved Speed options and 

approximately the same impacts to historic resources as the Improved Speed/Constrained 

option. The Existing Speed East option is carried forward because it has fewer impacts than the 

Existing Speed West alignment option (Table 6-6). 

This segment has a special section in Arlington where the DC2RVA corridor ends just south of 

the Potomac River. The CSXT rail corridor continues north across the river on the Long Bridge, a 

double-track rail bridge. The District Department of Transportation (DDOT), in coordination with 

FRA, DRPT, VRE, and CSXT, is evaluating options for adding additional capacity to the Long 

Bridge, including building a new double-track bridge immediately upstream (west) of the 

existing bridge, building a new double-track bridge immediately downstream (east) of the 

existing bridge, or building two single-track bridges, one each east and west of the existing bridge. 

A final alignment for DC2RVA is contingent upon which bridge option is selected in the DDOT 

study. Therefore, DRPT is evaluating three alignment options specific to the Arlington area, 

extending from milepost CFP 110 to CFP 109.3: 

 Add two tracks west of the existing rail corridor 

 Add two tracks east of the existing rail corridor 

 Add one track west and one track east of the existing rail corridor 

These alignment options were evaluated through Stages I and II of the screening process. Stage 

III was not applicable as the 0.7 miles of track is not intersected. This section was screened for 

both temporary and permanent environmental and land use impacts. The screening revealed the 

following impacts: 

 Add two tracks west of the existing rail corridor: 0.88 acres of temporary impacts and 1.45 

acres of permanent impacts to the Long Bridge (city/county) Park. 

 Add two tracks east of the existing rail corridor: 0.51 acres of temporary impacts and no 

permanent impacts to the Long Bridge (city/county) Park. 

 Add one track west and one track east of the existing rail corridor: 0.65 acres of temporary 

impacts and 0.36 acres of permanent impacts to the Long Bridge (city/county) Park. 

Based on the screening results, adding two tracks east of the existing rail corridor has the least 

amount of impacts for the approach to Long Bridge in Arlington. Additional analysis of this area 

will be further detailed in the Draft EIS. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-22 Alternatives Technical Report 

TABLE 6-6: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 1: 

ROSSLYN TO ALEXANDRIA (ROAF) 

Resource 

Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Constrained Track Hold 

BR 

Hold 

BR/Tan East West 2006 

Area of Impact in Acres 

Historic Resources 15.1 0.48 1.04 0.52 0 0.92 n/a n/a 

Military Installations 0 0 0 0 0 0 n/a n/a 

Parks & Public 

Recreation Areas 30.76 2.19 3.33 0.36 0.47 1.53 n/a n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 n/a n/a 

Retain for further 

screening No No No Yes Yes No n/a n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Segment 2 currently includes three tracks from the AF interlocking to south of Franconia Road, a 

distance of 4.7 miles; there are already three tracks in this segment and DRPT determined no 

additional track are required for DC2RVA. The resulting evaluation considers minor 

improvements to the existing tracks, such as modifying curves along the existing track to improve 

design speed but no additional track. As a result, screening for this segment is limited to 

evaluating impacts resulting from modifications to curves to improve design speed while holding 

existing tangents. No impacts to protected environmental resources occur with the Segment 2 

alignment option and the No Additional Track alignment option moves forward for further 

evaluation in the Stage II Screening (Table 6-7). 

TABLE 6-7: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 2: ALEXANDRIA TO FRANCONIA (AFFR) 

 Resource Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources n/a n/a n/a n/a n/a n/a n/a 0 

Military Installations n/a n/a n/a n/a n/a n/a n/a 0 

Parks & Public 

Recreation Areas n/a n/a n/a n/a n/a n/a n/a 0 

Wildlife or 

Waterfowl n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-23 Alternatives Technical Report 

Segment 3, between Franconia and Lorton, is approximately 6.4 miles between Franconia Road 

and just south of the Amtrak Auto Train station. It consists of a three-track section for 1 mile in 

the northern part of the segment and two mainline tracks with sidings and leads for the remainder 

of the segment. The existing track alignments include curves that restrict speed. The Maximum 

Speed, Improved Speed, and Existing Speed alignments were considered by DRPT for this 

segment from the end of the existing third track south to the end of the segment; no additional 

track would be added in the northern 1 mile section of third track. DRPT did not consider the No 

Additional Track alignment for this segment as most of the segment would require an additional 

track. With only zero or minimal impacts identified, all of the alignment options in Segment 3 are 

carried forward to the Stage II Screening (Table 6-8). 

TABLE 6-8: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 3: FRANCONIA TO LORTON (FRLO) 

Resource

 

Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0.08 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 0.28 0 0 0 0 0 0 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening Yes Yes Yes Yes Yes Yes Yes No 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Segment 4, located between the Amtrak Auto Train Station in Lorton and Powells Creek, 

currently has two mainline tracks for its 9.2-mile length. The existing track geometry includes 

curves that restrict train speeds. This segment includes rail bridges over three major waterways 

in the corridor: Occoquan River, Neabsco Creek, and Powells Creek. The Maximum Speed 

alignment adversely impacts parks and recreational areas, and was eliminated by DRPT from 

further consideration. None of the Improved Speed and Existing Speed alignment options has 

identified impacts, and all alignment options except for the Maximum Speed Option in Segment 

4 are carried forward to the Stage II Screening (Table 6-9). 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-24 Alternatives Technical Report 

TABLE 6-9: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 4: LORTON TO POWELLS CREEK (LOPC) 

Resource

 

Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 1.79 0 0 0 0 0 0 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes Yes No 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

In Segment 5, between Powells Creek and Arkendale, construction to install a third track is 

underway. As a result, screening for this segment is limited to evaluating impacts resulting from 

minor improvements to curves under the No Additional Track alignment option. No impacts to 

protected environmental resources occur with the Segment 5 alignment option, and this 

alignment option moves forward for further evaluation in the Stage II Screening (Table 6-10). 

TABLE 6-10: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 5: POWELLS CREEK TO ARKENDALE (PCAR) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources n/a n/a n/a n/a n/a n/a n/a 0 

Military Installations n/a n/a n/a n/a n/a n/a n/a 0 

Parks & Public 

Recreation Areas n/a n/a n/a n/a n/a n/a n/a 0 

Wildlife or 

Waterfowl n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: This segment already includes a third main track and only the Improved Speed Hold/Bridges/Tangents alignment option that 

improves curves to increase speeds is evaluated. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-25 Alternatives Technical Report 

Segment 6 runs between Arkendale and Dahlgren Junction, including two major water crossings 

over Aquia Creek and Potomac Creek. There are two mainline tracks for the entire length of this 

12.2-mile segment, and the existing alignment includes curves that limit train operating speeds. 

No impacts to the Stage I screening resources were identified for any of the seven alignment 

options with additional track in Segment 6. All seven alignment options are carried forward for 

further analysis in the Stage II Screening (Table 6-11). DRPT did not consider the No Additional 

Track alignment for this segment. 

TABLE 6-11: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 6: ARKENDALE TO DAHLGREN JUNCTION (ARDJ) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 0 0 0 0 0 0 0 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening Yes Yes Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Segment 7 is approximately 2.5 miles long between Dahlgren Junction and Fredericksburg, 

including a bridge over the Rappahannock River and the existing Fredericksburg Station. The 

northernmost portion of this segment has two mainline tracks extending past the station, and 

there are three mainline tracks with multiple side and industrial lead tracks south of downtown 

Fredericksburg. This segment was evaluated for options that add an additional track in areas with 

only two tracks, and for the No Additional Track alignment option (Table 6-12). DRPT eliminated 

the Maximum Speed alignment due to impacts to historic resources and parks and recreation 

areas. Of the Improved Speed alignments, the Hold Bridges/Tangents had fewer impacts to 

historic resources and is carried forward for further evaluation. The Existing Speed East and 2006 

alignment options have similar levels of impact to historic resources, and are carried forward to 

the Stage II Screening (Table 6-12). 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-26 Alternatives Technical Report 

TABLE 6-12: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 7: DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB) 

 Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 6.84 1.49 1.7 1.17 0.53 1.35 0.51 0 

Military Installations 0 0 0 0 0 0 0 0 

Parks & Public 

Recreation Areas 3.41 0.12 0.14 0.04 0 0.04 0 0 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 0 

Retain for further 

screening No No No Yes Yes No Yes Yes 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

In Segment 8, there are currently three mainline tracks in the 2.6 miles between Fredericksburg 

and Hamilton. The resulting evaluation considers minor realignments of existing track to 

improve design speed but no alignment options that include additional track. As a result, 

screening for this segment is limited to evaluating impacts resulting from minor improvements 

to curves under the No Additional Track alignment option (Table 6-13). 

TABLE 6-13: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 8: FREDERICKSBURG TO HAMILTON (FBHA) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources n/a n/a n/a n/a n/a n/a n/a 0 

Military Installations n/a n/a n/a n/a n/a n/a n/a 0 

Parks & Public 

Recreation Areas n/a n/a n/a n/a n/a n/a n/a 0 

Wildlife or 

Waterfowl n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: This segment already includes a third main track and only the Improved Speed Hold/Bridges/Tangents alignment option that 

improves curves to increase speeds is evaluated. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-27 Alternatives Technical Report 

Segment 9 is approximately 2.5 miles long, running from Hamilton to Crossroads, near VRE’s 

Crossroads Yard. In this segment, a third track was installed in 2015 in conjunction with the VRE 

Spotsylvania Station project. No alignment options that include additional track are under 

consideration for this segment. Minor improvements to curves to improve design speed while 

holding existing tangents within the No Additional Track alignment are screened in the resulting 

evaluation (Table 6-14). 

TABLE 6-14: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 9: HAMILTON TO CROSSROADS (HAXR) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources n/a n/a n/a n/a n/a n/a n/a 0 

Military Installations n/a n/a n/a n/a n/a n/a n/a 0 

Parks & Public 

Recreation Areas n/a n/a n/a n/a n/a n/a n/a 0 

Wildlife or 

Waterfowl n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: This segment already includes a third main track and only the Improved Speed Hold/Bridges/Tangents alignment option that 

improves curves to increase speeds is evaluated. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

6.4.3 Stage I Screening Results for Central Virginia 

Stage I Screening of alignment options in the Central Virginia area is shown in Table 6-14 through 

Table 6-19. Each table represents a specific segment of the Central Virginia alignments and the 

range of alternatives evaluated in that segment. Although the Ashland area is geographically 

located within this section of the corridor, alignment options through the Town of Ashland are 

not discussed in this section. Full details of the screening process for the Ashland area are located 

in Stage VI of Section 6.7.2. 

Segment 10 has two mainline tracks for its 6.2-mile length between Crossroads and Guinea. In 

this segment, the Maximum Speed alignment option has impacts to parks and recreation areas, 

and DRPT has eliminated it from further consideration. The remaining Improved Speed and 

Existing Speed options have minimal impacts and are carried forward to the Stage II Screening 

(Table 6-15). DRPT did not consider the No Additional Track alignment for this segment. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-28 Alternatives Technical Report 

TABLE 6-15: STAGE I SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 10: CROSSROADS TO GUINEA (XRGU) 

Resource 

 

Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0.74 0.002 0.11 0.11 0 0.63 0.63 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 1.88 0.02 0.02 0.02 0 0.02 0.02 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

From Guinea to Milford, Segment 11 has two mainline tracks for its 9.1 miles. In this segment, 

DRPT determined the Maximum Speed alignment option would not be carried forward due to 

its impact on wildlife refuges. All of the Improved Speed and Existing Speed alignment options 

have minimal impacts and were carried forward for further evaluation (Table 6-16). DRPT did 

not evaluate the No Additional Track for this segment. 

TABLE 6-16: STAGE I SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 11: 

GUINEA TO MILFORD (GUMD) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 0 0 0 0 0 0 0 n/a 

Wildlife or 

Waterfowl 4.79 0.2 0.01 0.01 0 0.005 0.006 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes Yes n/a

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Segment 12 is approximately 14.5 miles long, running between Milford and North Doswell. It 

includes two mainline tracks with a series of industrial lead and spur tracks primarily 

concentrated at the north end of the segment. The existing track geometry includes curves that 

limit operating speeds throughout the segment. For all of the seven alignment options in Segment 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-29 Alternatives Technical Report 

12, there are no impacts identified to the resources examined in the Stage I Screening (Table 6-16). 

All of the additional track alignment options move forward to Stage II Screening. DRPT did not 

evaluate the No Additional Track alignment in this segment. 

TABLE 6-17: STAGE I SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 12: MILFORD TO NORTH DOSWELL (MDND) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 0 0 0 0 0 0 0 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening Yes Yes Yes Yes Yes Yes Yes n/a

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Segment 13 is approximately 12.2 miles between North Doswell and Elmont. It includes two 

mainline tracks for the entire length of the segment. A diamond crossing with the BBRR, several 

industrial leads and sidings, and a stretch of speed-restricted track through Ashland contribute 

to limited speeds throughout the segment. The Maximum Speed alignment option has high 

impacts to historic resources and DRPT eliminated it from further consideration. The Improved 

Speed Constrained, Hold Bridges, and Hold Bridges/Tangents alignment options in Segment 13 

include the same general improvements and have the same level of impacts; all three of these 

options are carried forward for further consideration. The Existing Speed West alignment option 

has similar historic resource impacts to the East alignment option, and both are carried forward 

for further consideration. (Table 6-18). DRPT did not consider the No Additional Track for this 

segment; however, DRPT did consider the No Additional Track option for the sub-segment 

through Ashland—see Section 6.7.2. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-30 Alternatives Technical Report 

TABLE 6-18: STAGE I SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 

13: NORTH DOSWELL TO ELMONT (NDEL) 

 Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006*

Area of Impact in Acres 

Historic Resources 17.62 7.52 7.52 7.52 4.75 4.88 n/a n/a 

Military Installations 0 0 0 0 0 0 n/a n/a 

Parks & Public 

Recreation Areas 0.26 0.03 0.03 0.03 0 0.03 n/a n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 n/a n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes n/a n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 *The 2006 Study option is not considered in this segment because it did not include track through Ashland—ending on the south

of Ashcake Road and north of Vaughan Road/Henry Street. 

Segment 14 is 4.7 miles long between Elmont and Greendale. It includes two mainline tracks 

throughout the segment. All seven of the alignment options that add a third track in Segment 14 

have zero or minimal impacts to the Stage I Screening resources and all are carried forward for 

analysis in the Stage II Screening (Table 6-19). 

TABLE 6-19: STAGE I SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 

14: ELMONT TO GREENDALE (ELGN) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Historic Resources 0 0 0 0 0 0 0 n/a 

Military Installations 0 0 0 0 0 0 0 n/a 

Parks & Public 

Recreation Areas 0.09 0 0 0 0 0 0.09 n/a 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 n/a 

Retain for further 

screening Yes Yes Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-31 Alternatives Technical Report 

6.5 STAGE II SCREENING 

The following presents the Stage II Screening process and results for segments in Northern 

Virginia and Central Virginia. 

6.5.1 Stage II Screening Process 

The Stage II screening further evaluates alignment options for order of magnitude impacts on 

readily identifiable environmental characteristics not addressed in the first stage screening. 

Alignment segments or sub-segments are evaluated using an overlay of the alignment on 

available GIS and existing conditions mapping. The alignment encroachment is determined 

(measured in acres) using the appropriate cross-sections and distances from track centerline 

noted in Chapter 5 on the following environmental characteristics: 

 Cemeteries 

 Virginia Outdoor Foundation (VOF) easements8

 Conservation lands 

 Natural heritage resources and conservation sites 

 Registered site(s) under Superfund or Comprehensive Environmental Response, Cleanup 

and Liability Information System (CERCLIS)

 Areas on the National Wetlands Inventory or other known wetland areas 

 Total area outside of right-of-way in: 

– Urban/developed lands 

– Agricultural lands 

 Agricultural or forestal districts 

In recognition of the scale, precision, and accuracy of information available on the GIS system, 

impacts less than half acre (0.5 acre) are considered to be minimal, or no-impact, for the purpose 

of screening. The identified impact areas for wetlands and regulated waters of the U.S. (including 

wetland mitigation banks) and sites listed on either the National Priorities List (NPL) or CERCLIS 

lists include areas within the existing right-of-way and areas outside the existing right–of-way. 

Impacts to cemeteries, VOF easements, conservation lands, natural heritage resources and 

conservation sites, urban/developed lands, agricultural lands, and agricultural and forestal 

districts are only calculated for areas outside existing right-of-way. During the Stage II screening 

process, DRPT eliminated alignment options with greater impacts and carried forward alignment 

options with fewer impacts. Where there are two or more alignment options with similar levels 

of impacts, DRPT has carried forward the option that provides the higher train design speed For 

example, in Segment 1 (Table 6-20) below, there are two options that have minimal impacts; 

Improved Speed Hold Bridges/Tangents and Existing Speed East. The Improved Option is 

 

8 VOF is a public conservation organization created by the Virginia General Assembly in 1966 under Virginia Code § 

10.1-1800 to promote the preservation of open-spaced lands. VOF conserved lands account for 16% of all protected 

acreage in Virginia, which includes federal, state, local, and private conservation lands. More than 550,000 acres in 

VOF’s portfolio lie within the Chesapeake Bay watershed. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-32 Alternatives Technical Report 

DRPT’s preferred option as it improves capacity and speed. Refer to Section 5.3 for more 

information on Stage II screening process. 

6.5.2 Stage II Screening Results Northern Virginia 

The Stage II Screening results for the Northern Virginia area are shown in Table 6-20 through 

Table 6-29. Alignments eliminated from further consideration in Stage I Screening were also 

evaluated in Stage II Screening and are provided with gray shading in the Stage II Screening 

tables below for comparison purposes. 

In Segment 1, the Improved Speed Hold Bridges/Tangents and Existing Speed East alignment 

options are the only ones carried forward from the Stage I Screening. These alignment options 

have similar order of magnitude impacts, and are carried forward to the Stage III Screening (Table 

6-20). 

TABLE 6-20: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 1: ROSSLYN TO ALEXANDRIA (ROAF) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed* No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006+

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 n/a n/a 

VOF Easements 0 0 0 0 0 0 n/a n/a 

Conservation Lands 0 0 0 0 0 0 n/a n/a 

Natural Heritage 0 0 0 0 0 0 n/a n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 n/a n/a 

Wetlands 9.20 1.02 0.98 0.98 0.71 0.43 n/a n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 n/a n/a 

Potential Land 

Acquisition: 

Urban/Developed 

45.61 1.61 4.06 2.21 1.52 1.91 n/a n/a 

Potential Land 

Acquisition: 

Agricultural 

3.17 0 0 0 0 0 n/a n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 n/a n/a 

Retain for further 

screening No No No Yes Yes No n/a n/a 

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

+The Existing Speed 2006 alignment does not include alignments different from the Existing Speed East or West alignments and 

is therefore not included in the evaluation. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-33 Alternatives Technical Report 

No additional track is proposed in Segment 2. The impacts shown under the Improved Speed 

Hold Bridges/Tangents alignment options are based on minor improvements to curves that 

would improve operating speeds while maintaining existing tangents and remaining within 

existing right-of-way; as this is the only alignment option for this segment, it is carried forward 

to Stage III Screening (Table 6-21). 

TABLE 6-21: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 2 ALEXANDRIA TO FRANCONIA (AFFR) 

Resource 

 

Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres

Cemeteries n/a n/a n/a n/a n/a n/a n/a 0 

VOF Easements n/a n/a n/a n/a n/a n/a n/a 0 

Conservation Lands n/a n/a n/a n/a n/a n/a n/a 0 

Natural Heritage n/a n/a n/a n/a n/a n/a n/a 0 

Hazmat: 

Superfund/CERCLIS/

NPL 

n/a n/a n/a n/a n/a n/a n/a 

0 

Wetlands n/a n/a n/a n/a n/a n/a n/a 0 

Wetland Mitigation 

Banks n/a n/a n/a n/a n/a n/a n/a 0 

Potential Land 

Acquisition: 

Urban/Developed 

n/a n/a n/a n/a n/a n/a n/a 

0 

Potential Land 

Acquisition: 

Agricultural 

n/a n/a n/a n/a n/a n/a n/a 

0 

Agricultural and 

Forestal Districts n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-34 Alternatives Technical Report 

In Segment 3, all seven of the additional track alignment options were carried forward from Stage 

I screening. Stage II screening results for Segment 3 are shown in Table 6-22. Based on these 

results, DRPT eliminated the Maximum Speed alignment from further consideration due to 

potential impacts to wetlands and urban/developed land acquisition. The Improved Speed and 

Existing Speed alignment options are carried forward for evaluation in the Stage III Screening. 

TABLE 6-22: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 3: FRANCONIA TO LORTON (FRLO) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Constrained Hold Track 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 4.2 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 24.27 3.29 3.49 2.73 2.08 3.31 3.07 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

35.67 1.30 4.46 3.29 0 2.52 0.02 n/a 

Potential Land 

Acquisition: 

Agricultural 

0 0 0 0 0 0 0 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-35 Alternatives Technical Report 

In Segment 4, the Maximum Speed alignment was eliminated in Stage I and the Improved Speed 

and Existing Speed alignments were carried forward to Stage II (Stage II screening results are 

presented in Table 6-23). Based on these results, DRPT determined that Improved Speed Hold 

Bridges/Tangents and Existing Speed East alignment options result in lowest level of potential 

impacts for their respective speed groups. These two alignment options are carried forward for 

further evaluation in the Stage III screening. 

TABLE 6-23: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 4: LORTON TO POWELLS CREEK (LOPC) 

Resource Max 

Speed*

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 29.85 12.18 9.37 5.43 3.9 8.45 8.89 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

19.86 3.08 1.42 0.65 0.45 1.43 0.84 n/a 

Potential Land 

Acquisition: 

Agricultural 

0 0 0 0 0 0 0 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No No No Yes Yes No No n/a

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-36 Alternatives Technical Report 

In Segment 5, construction is underway to install a third track. Screening impacts for the No 

Additional Track alignment option is limited to minor improvements to curves to increase 

speeds, holding existing tangents and maintaining the existing right-of-way limits. As the No 

Additional Track is the only alignment option for this segment, it is carried forward to Stage III 

Screening (Table 6-24). 

TABLE 6-24: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 5: POWELLS CREEK TO ARKENDALE (PCAR) 

Resource Max*

Speed 

Improved Speed*^ Existing Speed* No 

Additional 

Constrained Hold Track 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries n/a n/a n/a n/a n/a n/a n/a 0 

VOF Easements n/a n/a n/a n/a n/a n/a n/a 0 

Conservation Lands n/a n/a n/a n/a n/a n/a n/a 0 

Natural Heritage n/a n/a n/a n/a n/a n/a n/a 0 

Hazmat: 

Superfund/CERCLIS/

NPL 

n/a n/a n/a n/a n/a n/a n/a 0 

Wetlands n/a n/a n/a n/a n/a n/a n/a 0 

Wetland Mitigation 

Banks n/a n/a n/a n/a n/a n/a n/a 0 

Potential Land 

Acquisition: 

Urban/Developed 

n/a n/a n/a n/a n/a n/a n/a 0 

Potential Land 

Acquisition: 

Agricultural 

n/a n/a n/a n/a n/a n/a n/a 0 

Agricultural and 

Forestal Districts n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: *n/a indicates that resource is not present in the alignment. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-37 Alternatives Technical Report 

In Segment 6, all of the additional track alignments were carried forward from Stage I screening 

into the Stage II evaluation (Table 6-25). The Maximum Speed alignment was eliminated by DRPT 

due to impacts to wetlands and land acquisition. The Improved Speed Constrained alignment 

was also eliminated due to higher wetland impacts than other Improved Speed alignments. Both 

the Improved Speed Hold Bridges and Hold Bridges/Tangents alignments have similar order of 

magnitude impacts and are advanced to Stage III Screening. The three Existing Speed alignments 

have similar order of magnitude impacts, and are all carried forward for further analysis in the 

Stage III Screening. 

TABLE 6-25: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 6: ARKENDALE TO DAHLGREN JUNCTION (ARDJ) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0.62 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 57.97 30.78 23.68 22.6 16.17 15.2 17.17 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

19.93 0.15 0.09 0.10 0.06 0.07 0.09 n/a 

Potential Land 

Acquisition: 

Agricultural 

6.62 0.02 0.03 0.01 0.07 0.005 0.03 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No No Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-38 Alternatives Technical Report 

In Segment 7, the Improved Speed Hold Bridges/Tangents and Existing Speed East alignment 

options were advanced from Stage I screening to Stage II screening (Table 6-26). The two 

alignments have similar levels of impacts, and both are advanced to the Stage III Screening. 

TABLE 6-26: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 7: DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed*+

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006x

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 n/a n/a 

VOF Easements 0 0 0 0 0 0 n/a n/a 

Conservation Lands 2.85 0 0 0 0 0 n/a n/a 

Natural Heritage 0.20 0.01 0.02 0.005 0 0.0004 n/a n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0.09 0.10 0 0.002 0.00 n/a n/a 

Wetlands 16.83 6.60 5.83 3.33 3.24 3.16 n/a n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 n/a n/a 

Potential Land 

Acquisition: 

Urban/Developed 

19.23 1.23 1.42 0.92 0.30 1.13 n/a n/a 

Potential Land 

Acquisition: 

Agricultural 

0.98 0.01 0 0 0 0 n/a n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 n/a n/a 

Retain for further 

screening No No No Yes Yes No n/a n/a 

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

+The Existing Speed 2006 alignment does not include alignments different from the Existing Speed East or West alignments and 

is therefore not included in the evaluation. 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-39 Alternatives Technical Report 

In Segment 8, there are currently three mainline tracks. Minor improvements to curves within 

existing right-of-way in order to increase design speeds are considered as part of the Improved 

Speed Hold Bridges/Tangents alignment option in this segment; as this is the only alignment 

option for this segment, it is carried forward to Stage III Screening (Table 6-27). 

TABLE 6-27: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 8: FREDERICKSBURG TO HAMILTON (FBHA) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed* No 

Additional 

Track Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries n/a n/a n/a n/a n/a n/a n/a 0 

VOF Easements n/a n/a n/a n/a n/a n/a n/a 0 

Conservation Lands n/a n/a n/a n/a n/a n/a n/a 0.31 

Natural Heritage n/a n/a n/a n/a n/a n/a n/a 0.18 

Hazmat: 

Superfund/CERCLIS/

NPL 

n/a n/a n/a n/a n/a n/a n/a 0 

Wetlands n/a n/a n/a n/a n/a n/a n/a 3.46 

Wetland Mitigation 

Banks n/a n/a n/a n/a n/a n/a n/a 0 

Potential Land 

Acquisition: 

Urban/Developed 

n/a n/a n/a n/a n/a n/a n/a 0.12 

Potential Land 

Acquisition: 

Agricultural 

n/a n/a n/a n/a n/a n/a n/a 0 

Agricultural and 

Forestal Districts n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-40 Alternatives Technical Report 

A third mainline track was installed in 2015 in Segment 9 between Hamilton and Crossroads in 

conjunction with the VRE Spotsylvania Station project. Minor improvements to curves to allow 

for greater speeds are considered for analysis within this segment as part of the No Additional 

Track alignment option; as this is the only alignment option for this segment, it is carried forward 

to Stage III Screening (Table 6-28). 

TABLE 6-28: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA 

SEGMENT 9: HAMILTON TO CROSSROADS (HAXR) 

Resource

Max*

Speed 

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries n/a n/a n/a n/a n/a n/a n/a 0 

VOF Easements n/a n/a n/a n/a n/a n/a n/a 0 

Conservation Lands n/a n/a n/a n/a n/a n/a n/a 0 

Natural Heritage n/a n/a n/a n/a n/a n/a n/a 0.03 

Hazmat: 

Superfund/CERCLIS/

NPL 

n/a n/a n/a n/a n/a n/a n/a 0 

Wetlands n/a n/a n/a n/a n/a n/a n/a 4.47 

Wetland Mitigation 

Banks n/a n/a n/a n/a n/a n/a n/a 0 

Potential Land 

Acquisition: 

Urban/Developed 

n/a n/a n/a n/a n/a n/a n/a 0.02 

Potential Land 

Acquisition: 

Agricultural 

n/a n/a n/a n/a n/a n/a n/a 0 

Agricultural and 

Forestal Districts n/a n/a n/a n/a n/a n/a n/a 0 

Retain for further 

screening n/a n/a n/a n/a n/a n/a n/a Yes 

Table Notes: * ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-41 Alternatives Technical Report 

6.5.3 Stage II Screening Results Central Virginia 

The Stage II Screening results for the Central Virginia area are shown in Table 6-29 through Table 

6-33. Alignments eliminated from further consideration in Stage I Screening were also evaluated 

in Stage II Screening and are provided with gray shading in the Stage II Screening tables below 

for comparison purposes. 

In Segment 10, the Maximum Speed alignment was eliminated in Stage I screening. DRPT 

conducted Stage II screening on the Improved Speed and Existing Speed alignments (Table 6-29). 

The order of magnitude impacts are similar for the Improved Speed alignments, and all three are 

carried forward for further evaluation in the Stage III screening. The Existing Speed alignments 

also have impact levels similar to each other, and they too are carried forward for further 

evaluation. 

TABLE 6-29: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 10: CROSSROADS TO GUINEA (XRGU) 

Resource Max 

Speed*

Improved Speed^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 2.12 0.04 0 0 0 0.17 0.17 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0.00 0.00 n/a 

Wetlands 29.31 10.11 10.91 9.72 6.5 5.86 7.03 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

1.04 0.03 0.0005 0.0005 0 0.0005 0.0005 n/a 

Potential Land 

Acquisition: 

Agricultural 

5.70 0.02 0.02 0.02 0.0002 0.02 0.02 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes No n/a 

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-42 Alternatives Technical Report 

In Segment 11, the Maximum Speed alignment was eliminated in Stage I screening and the three 

Improved Speed and three Existing Speed alignments were carried forward to Stage II screening 

(Table 6-30). DRPT eliminated the Improved Speed Constrained alignment due to greater 

wetland impacts compared to the Improved Speed Hold Bridges and Hold Bridges/Tangents 

alignment options. DRPT also eliminated the Existing Speed 2006 alignment due to greater 

wetland impacts compared to the Existing Speed East and West alignments. The Improved Speed 

Hold Bridges and Hold Bridges/Tangents and the Existing Speed East and West alignments are 

carried forward for further evaluation in the Stage III Screening. 

TABLE 6-30: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 11: GUINEA TO MILFORD (GUMD) 

Resource Max 

Speed*

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 105.46 26.8 22.34 22.34 23.69 22.03 26.79 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

8.09 0.26 0.22 0.22 0.50 0.22 0.22 n/a 

Potential Land 

Acquisition: 

Agricultural 

12.06 0.27 0.23 0.23 0.09 0.23 0.23 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No No Yes Yes Yes Yes No n/a 

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-43 Alternatives Technical Report 

All of the additional track alignments were carried forward to Stage II screening (Table 6-31). The 

three Improved Speed alignment options in Segment 12 have similar levels of impacts to wetlands 

and minimal impacts for other resources; therefore, all were advanced to Stage III screening. Of 

the Existing Speed alignment options, the West alignment option has 2.33 to 2.69 acres less 

impacts to wetlands than the other Existing Speed alignment options, and was therefore carried 

forward to Stage III Screening. 

TABLE 6-31: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 12: MILFORD TO NORTH DOSWELL (MDND) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0.02 0 0 0 0.002 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0.01 0.009 0.009 0 0.009 0 n/a 

Wetlands 84.68 18.86 18.91 18.91 16.23 13.9 16.59 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

15.10 0.21 0.37 0.37 0.53 0.14 0.14 n/a 

Potential Land 

Acquisition: 

Agricultural 

16.73 0.03 0.11 0.11 0.15 0.0009 0.0009 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes Yes n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-44 Alternatives Technical Report 

In Segment 13, the Maximum Speed alignment was eliminated in Stage I screening and the 

Improved Speed and Existing Speed alignments were carried forward from Stage I. The three 

Improved Speed options have similar levels of impacts, and all are carried forward to Stage III 

screening. The Existing Speed 2006 option has higher wetland impacts and is eliminated, the 

existing speed east option has higher urban/developed land acquisition and is eliminated, and 

the existing speed west option is advanced for further evaluation in the Stage III Screening (Table 

6-32). 

TABLE 6-32: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA 

SEGMENT 13: NORTH DOSWELL TO ELMONT (NDEL) 

Resource Max 

Speed*

Improved Speed*^ Existing Speed*

No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 49.27 11.31 11.27 11.27 10.91 10.84 16.67 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

24.88 2.94 2.93 2.93 6.22 2.94 2.05 n/a 

Potential Land 

Acquisition: 

Agricultural 

0.19 0 0 0 0 0 0 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes No Yes No n/a

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-45 Alternatives Technical Report 

All of the additional track alignments were carried forward from Stage I screening and evaluated 

for Stage II (Table 6-33). DRPT eliminated the Maximum Speed alignment due to impacts to 

wetlands. The Improved Speed alternatives in Segment 14 consist of the same track modifications, 

and have the same level of impacts. Of the Existing Speed alignment options, the East and West 

alignment options have similar wetland impacts and minimal impact for land acquisitions; the 

Existing Speed 2006 alignment has an additional 2 acres of wetland impacts. All alignment 

options except the Maximum Speed and Existing Speed 2006 alignment options are carried 

forward for further evaluation in the Stage III Screening. 

TABLE 6-33: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 14: 

ELMONT TO GREENDALE (ELGN) 

Resource Max 

Speed 

Improved Speed^ Existing Speed No 

Additional 

Track 

Constrained Hold 

BR 

Hold 

BR/Tan 

East West 2006 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 n/a 

VOF Easements 0 0 0 0 0 0 0 n/a 

Conservation Lands 0 0 0 0 0 0 0 n/a 

Natural Heritage 0 0 0 0 0 0 0 n/a 

Hazmat: 

Superfund/CERCLIS/

NPL 

0 0 0 0 0 0 0 n/a 

Wetlands 49.39 13.64 13.64 13.64 11.03 11.09 13.21 n/a 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 n/a 

Potential Land 

Acquisition: 

Urban/Developed 

4.86 0.09 0.09 0.09 0.44 0.05 0.05 n/a 

Potential Land 

Acquisition: 

Agricultural 

0.10 0 0 0 0 0 0 n/a 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 n/a 

Retain for further 

screening No Yes Yes Yes Yes Yes No n/a 

Table Notes: ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-46 Alternatives Technical Report 

6.6 STAGE III SCREENING 

The following presents the Stage III Screening process and results for the Northern Virginia and 

Central Virginia areas. 

6.6.1 Stage III Screening Process 

The Stage III Screening considers the effects of crossing infrastructure constraints on each rail 

alignment by segment/sub-segment and the potential for adverse effects to the existing 

infrastructure within and crossing the corridor. Infrastructure constraints include the following: 

 Existing Roadway Overpasses: There are roads crossing over the existing rail corridor on 

roadway overpasses. These overpasses are evaluated for sufficient vertical and horizontal 

clearance to add an additional track underneath. Available clearance may constrain the 

alignment to the east or west of existing tracks or require re-alignment of all tracks beneath 

the overpass. Where there is insufficient clearance for an additional track, the roadway 

overpass is assumed to require replacement. 

 Existing Roadway At-Grade Crossings: There are public and private at-grade 

roadway/railroad crossings along the existing rail corridor, plus several pedestrian 

crossings. These are evaluated as follows: 

– Traffic Delay and Safety—At-grade road crossings are evaluated using Federal 

Highway Administration (FHWA) criteria for at-grade crossings, comparing existing 

conditions with projected roadway and rail traffic levels9. At-grade crossings that 

exceed FHWA criteria are evaluated in greater detail in the Tier II Environmental 

Impact Statement for potential improvements, consolidation, or replacement with a 

grade-separated crossing. 

– Roadway Geometry—At-grade road crossings are evaluated for changes to road 

geometry based on new rail alignments; improvements to the road designs are 

considered where new rail alignments adversely affect the road geometry. 

 Existing Rail Bridges: Replacing existing rail bridges with new bridges while meeting all 

rail traffic needs is a difficult and expensive process. The existing rail bridges are owned 

and maintained by CSXT, and DRPT assumes that the CSXT bridges are adequate for 

existing and future rail service. Therefore, alignment options using existing right-of-way 

would continue to use the existing rail bridges for the tracks the bridges currently carry, 

while adding a new track on a separate but parallel alignment and bridge structure. 

Developing new alignments using the existing right-of-way would also be constrained by 

the approaches to these existing rail bridges. 

 New Rail Bridges: New rail bridges to carry the new main track would be necessary at 

each location where there is an existing bridge. Each bridge location was considered for 

each alignment to determine if there are engineering or design constraints that eliminate 

 

9 The Project’s BOD identifies a FRA risk model (GradeDec.Net) for at-grade crossing analyses which is not 

applicable for this particular application and the FHWA criteria were applied instead. FRA developed GradeDec.Net 

as an investment decision support tool. GradeDec.Net is a web-based application that enables state and local decision 

makers to prioritize highway-rail grade crossing investments based upon an array of benefit-cost measures. DRPT 

determined the traffic delay and safety aspects of the FHWA criteria had greater applicability to evaluate potential 

effects on at-grade crossings.
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-47 Alternatives Technical Report 

or favor an upstream or downstream (typically west side or east side) location for a new 

rail bridge. The preferred location of new rail bridges at each waterway or road underpass 

crossing could constrain the rail alignment options at that location. 

Chapter 7 of this report details the assessment of crossing infrastructure constraints on each rail 

alignment by segment/sub-segment. 

6.6.2 Stage III Screening Results 

The Stage III screening results of the Northern Virginia and Central Virginia areas are shown in 

Tables 6-34 through Table 6-47, respectively. Stage III screening data is shown for all alignments, 

with those eliminated from further consideration by DRPT in light gray shading, however only 

those alignments carried forward from Stage II screening are considered in Stage III. The 

screening results shown are based on the assessment of crossing infrastructure constraints 

completed as part of Chapter 7. Alignment options carried forward for further evaluation in the 

Tier II EIS are those that do not have crossing infrastructure constraints or have constraints that 

can be mitigated with modification to the overpass structure or at-grade crossing. DRPT 

recognizes that constructing new grade separated crossings and/or overpass structures can 

increase the project’s impacts and costs, particularly where the roadway is a primary four-lane or 

interstate highway. Therefore, where a segment has multiple alignments with similar crossing 

infrastructure constraints or new overpass structures, DRPT has determined that the alignment 

with the faster track design speed is preferred, and where there are multiple alignments with 

similar design speeds, the alignment with the least crossing infrastructure constraints—

particularly to primary roads—is preferred. 

Table 6-34 shows Stage III screening results for Segment 1, Rosslyn to Alexandria (ROAF). The 

Improved Speed Option to hold bridges and tangents is shown to have no constraints and will 

be considered further in the Draft EIS. The Existing Speed option to the east was found to have 

some infrastructure constraints, some of which could potentially be mitigated with minor 

modifications. However, DRPT eliminated this option as it would have slower design speed and 

greater infrastructure impacts compared to the Improved Speed option. 

TABLE 6-34: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA, 

SEGMENT 1: ROSSLYN TO ALEXANDRIA (ROAF) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Route 233 (Airport Access 

Road) CFP 108.47     

 

Route 1 (Jefferson Davis 

Highway) CFP 106.43     

 

Duke Street (Route 236) CFP 105.05     

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-48 Alternatives Technical Report 

TABLE 6-34: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA, 

SEGMENT 1: ROSSLYN TO ALEXANDRIA (ROAF) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Telegraph Road (Route 

241) CFP 104.57     

 

Railroad Bridge Over Water

Four Mile Run CFP 107.86     

 

Other Railroad Bridges

George Washington 

Memorial Parkway CFP 105.05     

 

WMATA Metrorail 

Yellow/Blue Line Tunnel CFP 109.32     

 

Mount Vernon Trail CFP 108.59      

East Braddock Road CFP 105.85      

Commonwealth Avenue CFP 105.37      

King Street (Route 7) CFP 105.30      

At-Grade Crossings (N/A)

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-49 Alternatives Technical Report 

Table 6-35 shows Stage III screening results for Segment 2, Alexandria to Franconia (AFFR). This 

segment of the corridor has three existing tracks. Therefore, the No Additional Track option will 

be considered further in the Draft EIS. 

TABLE 6-35: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 2: 

ALEXANDRIA TO FRANCONIA (AFFR) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

WMATA Metrorail (Blue 

Line) CFP 101.82 n/a n/a n/a n/a n/a 

Interstate 95/495 CFP 100.07 n/a n/a n/a n/a n/a 

Franconia Road (Route 

644) CFP 99.08 n/a n/a n/a n/a n/a 

Railroad Bridge Over Water 

Small unnamed stream that 

feeds into Lake Cook, 

culvert 

CFP 103.25 

n/a n/a n/a n/a n/a 

Cameron Run, pipe 

crossing CFP 102.72 n/a n/a n/a n/a n/a 

Other Railroad Bridges 

Norfolk Southern Railway 

Tracks CFP 102.86 n/a n/a n/a n/a n/a 

Holmes Run Trail CFP 102.76 n/a n/a n/a n/a n/a 

Eisenhower Avenue CFP 102.60 n/a n/a n/a n/a n/a 

Eisenhower Avenue 

Connector/Clermont 

Avenue 

CFP 102.15 n/a n/a n/a n/a 

n/a 

South Van Dorn Street CFP 101.07 n/a n/a n/a n/a n/a 

At-Grade Crossings (N/A) 

Retain for further screening ---- ---- ---- n/a ---- ---- 

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-50 Alternatives Technical Report 

Table 6-36 shows Stage III screening results for Segment 3, Franconia to Lorton (FRLO). DRPT 

selected the Improved Speed option to hold bridges and tangents, with its ability to improve train 

design speed and add capacity, to be further evaluated in the Draft EIS. 

TABLE 6-36: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 3: 

FRANCONIA TO LORTON (FRLO) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Franconia-Springfield 

Parkway (Route 289) CFP 98.09      

Pedestrian bridge over 

tracks for FranconiaSpringfield VRE Station 

CFP 97.87      

Backlick Road (Route 7100) CFP 95.30      

Fairfax County Parkway 

(Route 286) CFP 95.14      

Pohick Road (Route 638) CFP 93.79      

Railroad Bridge Over Water   

Long Branch, pipe crossing CFP 98.21      

Long Branch, pipe crossing CFP 98.02      

Unnamed creek, culvert CFP 96.04      

Accotink Creek, 90 ft. long 

bridge 

CFP 94.07 

     

Unnamed creek, culvert CFP 93.52      

Pohick Creek, 90 ft. long 

bridge CFP 93.14      

Other Railroad Bridges  

Newington Road CFP 95.74      

At-Grade Crossings (N/A)   

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-51 Alternatives Technical Report 

Table 6-37 shows Stage III screening results for Segment 4, Lorton to Powells Creek (LOPC). DRPT 

selected the Improved Speed option to hold bridges and tangents, with its ability to improve train 

design speed and add capacity, to be further evaluated in the Draft EIS. 

TABLE 6-37: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 4: 

LORTON TO POWELLS CREEK (LOPC) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses   

Railroad Avenue CFP 89.24     

 

Dawson Beach Road 

(Route 687) CFP 88.8     

 

Pedestrian bridge over 

tracks at Veterans 

Memorial Park 

CFP 87.82     

 

Pedestrian bridge over 

tracks at Woodbridge 

Station 

CFP 89.10      

Pedestrian bridge over 

tracks at Rippon Station CFP 85.30      

Railroad Bridge over Water    

Giles Run, pipe crossing CFP 91.00      

Occoquan River, 920 ft. 

double track bridge 

CFP 90.00 

     

Marumsco Creek, pipe 

crossing 

CFP 88.35      

Marumsco Acres Lake, pipe 

crossing 

CFP 87.65 

     

Farm Creek, 25 ft. double 

track bridge 

CFP 86.80      

Unnamed Creek, 20 ft. 

double track bridge 

CFP 86.10      

Neabsco Creek, 740 ft. 

double track bridge 

CFP 84.70 

     

Powells Creek, 1,200 ft. 

double track bridge CFP 83.50      

Other Railroad Bridges     

Lorton Road (Route 642) CFP 92.58      
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-52 Alternatives Technical Report 

TABLE 6-37: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 4: 

LORTON TO POWELLS CREEK (LOPC) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Jefferson Davis Highway 

(Route 1) CFP 90.63      

Furnace Road (Route 611) CFP 90.04      

At-Grade Crossings     

Featherstone Road (Route 

636) CFP 86.85      

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Table 6-38 shows Stage III screening results for Segment 5, Powells Creek to Arkendale (PCAR). A 

separate project is underway to construct a third track to match existing speeds in this segment. 

Therefore, DRPT has selected the No Additional Track alternative for this segment. DRPT also 

reviewed the designs of the third track and determined no track shifts or other track 

improvements were warranted due to geometric limitations in the track alignment and right-ofway. 

TABLE 6-38: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 5: 

POWELLS CREEK TO ARKENDALE (PCAR) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Industrial pedestrian bridge CFP 81.87 n/a n/a n/a n/a n/a 

Possum Point Road (Route 

633) 

CFP 80.02 

n/a n/a n/a n/a n/a 

Bauer Road CFP 77.50 n/a n/a n/a n/a n/a 

Pedestrian bridge over 

tracks 

CFP 76.68 

n/a n/a n/a n/a n/a 

Railroad Bridge Over Water 

Quantico Creek, two 

bridges 

CFP 79.20 

n/a n/a n/a n/a n/a 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-53 Alternatives Technical Report 

TABLE 6-38: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 5: 

POWELLS CREEK TO ARKENDALE (PCAR) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Little Creek, pipe crossing CFP 79.08 n/a n/a n/a n/a n/a 

Chopawamsic Creek, 170 

ft. double track bridge 

CFP 77.20 

n/a n/a n/a n/a n/a 

Tank Creek, culvert CFP 75.57 n/a n/a n/a n/a n/a 

Widewater Creek, 45 ft. 

double track bridge 

CFP 74.20 

n/a n/a n/a n/a n/a 

Other Railroad Bridges 

Martin Street CFP 78.60 n/a n/a n/a n/a n/a 

Private Street (Wright's 

Crossing/Osterman) CFP 74.75 n/a n/a n/a n/a n/a 

At-Grade Crossings 

Cherry Hill Road CFP 82.38 n/a n/a n/a n/a n/a 

Potomac Avenue CFP 78.83 n/a n/a n/a n/a n/a 

Epperson Avenue CFP 78.11 n/a n/a n/a n/a n/a 

Flemming Street CFP 76.70 n/a n/a n/a n/a n/a 

Private Crossing CFP 74.20 n/a n/a n/a n/a n/a 

Lee's Crossing CFP 73.10 n/a n/a n/a n/a n/a 

Retain for further screening ---- ---- ---- n/a ---- ---- 

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-54 Alternatives Technical Report 

Table 6-39 shows Stage III screening results for Segment 6, Arkendale to Dahlgren Junction (ARDJ). 

The Improved Speed Option to hold bridges and tangents is shown to have no constraints and 

will be considered further in the Draft EIS. Additionally, the Existing Speed option to the west 

was also found to have no constraints and will also be assessed in in the Draft EIS. 

TABLE 6-39: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 6: 

ARKENDALE TO DAHLGREN JUNCTION (ARDJ) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Courthouse Road (Route 

630) 

CFP 69.09 

     

Eskimo Hill Road (Route 

628) 

CFP 66.77      

Leeland Road (Route 626) CFP 63.47      

Primmer House Road 

(Route 624) 

CFP 63.02      

White Oak Road (Route 

218) 

CFP 60.81 

     

Railroad Bridge Over Water    

Tributary of Boars Creek, 

pipe crossing 

CFP 72.26 

     

Boars Creek, pipe crossing CFP 71.86      

Aquia Creek, pipe crossing CFP 70.78      

Unnamed Creek, pipe 

crossing 

CFP 70.40      

Unnamed Creek, pipe 

crossing 

CFP 70.16      

Accokeek Creek, pipe 

crossing 

CFP 67.69 

     

Unnamed Creek, pipe 

crossing 

CFP 67.35      

Unnamed Creek, pipe 

crossing 

CFP 65.65      

Potomac Creek, 410 ft. 

double track wooden 

bridge 

CFP 65.25 

     

Claiborne Run, culvert CFP 62.60      
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-55 Alternatives Technical Report 

TABLE 6-39: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 6: 

ARKENDALE TO DAHLGREN JUNCTION (ARDJ) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Claiborne Run/Harrell Road 

(Route 623), 45 ft. double 

track bridge 

CFP 61.79 

     

Other Railroad Bridges  

Andrew Chapel Road 

(Route 629) 

CFP 68.01      

At-Grade Crossings    

Brent Point Road (Route 

658) 

CFP 72.34 

     

Mount Hope Church Road 

(Route 677) 

CFP 67.57 

     

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

Table 6-40 shows Stage III screening results for Segment 7, Dahlgren Junction to Fredericksburg 

(DJFB). The Improved Speed Option to hold bridges and tangents is shown to have no constraints 

and will be considered further in the Draft EIS. Additionally, the Existing Speed option to the 

west was also found to have no constraints, but will not be considered further. These two 

alignment options are virtually identical in this section. 

TABLE 6-40: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 7: 

DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Kings Highway (Route 3 

Business) 

CFP 60.04 

     

Blue and Grey Parkway 

(Route 3) 

CFP 58.90      
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-56 Alternatives Technical Report 

TABLE 6-40: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 7: 

DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Railroad Bridge Over Water    

Claiborne Run, pipe 

crossing 

CFP 60.58      

Claiborne Run, pipe 

crossing 

CFP 60.00 

     

Rappahannock River, 900ft 

double track bridge 

CFP 59.57      

Hazel Run, pipe crossing CFP 59.04      

Other Railroad Bridges    

Old White Oak 

Road/Claiborne Run 

CFP 60.58      

Naomi Road (Route 607) CFP 59.98      

Caroline Street CFP 59.41      

Princess Anne Street CFP 59.35      

Charles Street (Route 17 

Business) 

CFP 59.28      

At-Grade Crossings (N/A)   

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-57 Alternatives Technical Report 

Table 6-41 shows Stage III screening results for Segment 8, Fredericksburg to Hamilton (FBHA). This 

segment of the corridor has three existing tracks. Therefore, DRPT selected the No Additional 

Track option to be considered further in the Draft EIS. 

TABLE 6-41: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 8: 

FREDERICKSBURG TO HAMILTON (FBHA) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses (n/a) 

Railroad Bridge Over Water 

Unnamed Creek, pipe 

crossing 

CFP 57.92 n/a n/a n/a n/a 

Deep Run, culvert CFP 57.14 n/a n/a n/a n/a 

Other Railroad Bridges (n/a) 

At-Grade Crossings 

Lansdowne Road (Route 

638) 

CFP 57.57 n/a n/a n/a n/a 

Retain for further screening ---- n/a n/a n/a n/a 

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-58 Alternatives Technical Report 

Table 6-42 shows Stage III screening results for Segment 9, Hamilton to Crossroads (HAXR). This 

segment of the corridor has three existing tracks. Therefore, DRPT selected the No Additional 

Track option to be considered further in the Draft EIS. 

TABLE 6-42: STAGE III SCREENING RESULTS—NORTHERN VIRGINIA AREA SEGMENT 9: 

HAMILTON TO CROSSROADS (HAXR) 

Crossing 

Infrastructure 

Milepost Improved Speed*^+ Existing 

Speed*+ No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Mills Drive (Route 17) CFP 53.45 n/a n/a n/a n/a n/a 

Railroad Bridge Over Water 

Massaponax Creek, 20 ft. 

double track bridge 

CFP 54.44 

n/a n/a n/a n/a n/a 

Unnamed Creek, pipe 

crossing 

CFP 53.61 

n/a n/a n/a n/a n/a 

Other Railroad Bridges 

Unnamed Private Road CFP 53.80 n/a n/a n/a n/a n/a 

At-Grade Crossings 

Mine Road (Route 636) CFP 54.77 n/a n/a n/a n/a n/a 

Retain for further screening ---- n/a n/a n/a n/a n/a 

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-59 Alternatives Technical Report 

Table 6-43 shows Stage III screening results for Segment 10, Crossroads to Guinea (XRGU). The 

Improved Speed Option to hold bridges and tangents is shown to have no constraints and will 

be considered further in the Draft EIS. The Existing Speed option to the east was also shown to 

have no constraints. Given two options without infrastructure constraints, DRPT selected the 

Improved Speed option with its ability to meet 90 mph to be further evaluated in the Draft EIS. 

TABLE 6-43: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 10: 

CROSSROADS TO GUINEA (XRGU) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses (N/A) 

Railroad Bridge Over Water 

Unnamed creek, culvert CFP 51.84      

Unnamed creek, culvert CFP 50.91      

Unnamed creek, culvert CFP 50.19      

Unnamed creek, culvert CFP 49.75      

Unnamed creek, culvert CFP 49.42      

Unnamed creek, culvert CFP 48.69      

Unnamed creek, culvert CFP 48.42      

Unnamed creek, culvert CFP 47.61      

Other Railroad Bridges (N/A)  

At-Grade Crossings  

Summit Crossing Road 

(Route 668) 

CFP 51.41      

Claiborne Crossing Road 

(Route 660) 

CFP 48.63 

     

Stonewall Jackson Road 

(Route 606) 

CFP 47.24 

     

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-60 Alternatives Technical Report 

Table 6-44 shows Stage III screening results for Segment 11, Guinea to Milford (GUMD). Both the 

Improved Speed Option to hold bridges and tangents and to only hold bridges are shown to have 

no constraints; as there is little substantive difference in these options, and holding bridges and 

tangents would have less cost and impacts due to reuse of tangent track, therefore only Improved 

Speed hold bridges/tangents will be considered further in the Draft EIS. Additionally, the 

Existing Speed option to the west was also found to have no constraints. However, given two 

options without infrastructure constraints, DRPT selected the Improved Speed option with its 

ability to meet 90 mph to be further evaluated in the Draft EIS. 

TABLE 6-44: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 11: 

GUINEA TO MILFORD (GUMD) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Rogers Clark Boulevard 

(Route 207) WB 

CFP 38.50 

     n/a 

Rogers Clark Boulevard 

(Route 207) EB 

CFP 38.50 

     n/a 

Railroad Bridge over Water  

Meadow Creek, culvert CFP 46.14      n/a 

Meadow Creek, pipe 

crossing 

CFP 46.10 

     n/a 

Unnamed creek, pipe 

crossing 

CFP 44.84 

     n/a 

Unnamed creek, pipe 

crossing 

CFP 44.08 

     n/a 

Unnamed creek, pipe 

crossing 

CFP 43.20 

     n/a 

Campbell Creek, culvert CFP 42.37      n/a 

Unnamed creek, pipe 

crossing 

CFP 41.87 

     n/a 

Unnamed creek, pipe 

crossing 

CFP 41.42 

     n/a 

Unnamed creek, culvert CFP 39.39      n/a 

Unnamed creek, pipe 

crossing 

CFP 38.72 

     n/a 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-61 Alternatives Technical Report 

TABLE 6-44: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 11: 

GUINEA TO MILFORD (GUMD) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Other Railroad Bridges (N/A)  

At-Grade Crossings   

Private Road (Jones 

Crossing) 

CFP 45.77 

     n/a 

Woodford Road (Route 

626) 

CFP 44.50 

     n/a 

Woodslane Road (Route 

609) 

CFP 43.50 

     n/a 

Rixey Road (Route 666) CFP 41.70      n/a 

Paige Road (Route 605) CFP 40.43      n/a 

Private Road (Rose 

Crossing/Holly Hill Drive) 

CFP 38.99 

     n/a 

Retain for further screening ----      n/a 

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-62 Alternatives Technical Report 

Table 6-45 shows Stage III screening results for Segment 12, Milford to North Doswell (MDND). Two 

of the Improved Speed Options (constrained and hold bridges) are shown to have no constraints, 

and the Improved Speed hold bridges/tangents has only one constraint at Dry Bridge Road. 

Therefore, DRPT determined to advance the Improved Speed hold bridges for evaluation in the 

Draft EIS. (For most of the segment there is little difference in the three Improved Speed 

alignments). Additionally, the Existing Speed option to the west was also found to have no 

constraints aside from Dry Bridge Road. However, given two options without infrastructure 

constraints, DRPT selected the Improved Speed option with its ability to meet 90 mph to be 

further evaluated in the Draft EIS. 

TABLE 6-45: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 12: 

MILFORD TO NORTH DOSWELL (MDND) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Nelson Hill Road (Route 

722) 

CFP 37.80 

     

Dry Bridge Road (Route 

684) 

CFP 28.37 

     

Ruther Glen Road (Route 

652) 

CFP 26.96 

     

Interstate 95 NB CFP 26.54      

Interstate 95 SB CFP 26.54      

Railroad Bridge Over Water  

Unnamed creek, pipe 

crossing 

CFP 36.08 

     

Goose Pond, pipe crossing CFP 35.08      

Mattaponi River, 210 ft. 

double track bridge 

CFP 34.76 

     

Mattaponi River tributary, 

pipe crossing 

CFP 34.56 

     

Polecat Creek, 105 ft. 

double track bridge 

CFP 31.95 

     

Polecat Creek, pipe 

crossing 

CFP 30.80 

     

Reedy Creek, pipe crossing CFP 27.40      

Unnamed creek, pipe 

crossing 

CFP 25.79 

     
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-63 Alternatives Technical Report 

TABLE 6-45: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 12: 

MILFORD TO NORTH DOSWELL (MDND) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Unnamed creek, pipe 

crossing 

CFP 25.01 

     

North Anna River, 330 ft. 

double track bridge 

CFP 23.82 

     

Unnamed creek, pipe 

crossing 

CFP 23.71 

     

Other Railroad Bridges (N/A)   

At-Grade Crossings   

Private Road CFP 36.95      

Private Road CFP 36.66      

Private Road CFP 34.01      

Private Road CFP 33.50      

Penola Road (Route 601) CFP 33.00      

Private Road (Georges 

Crossing) 

CFP 31.20 

     

Colemans Mill Road (Route 

656) 

CFP 29.72 

     

Private Road CFP 24.38      

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

 *Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

 ^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-64 Alternatives Technical Report 

Table 6-46 shows Stage III screening results for Segment 13, North Doswell to Elmont (NDEL). The 

Existing Speed option to the east was found to have no constraints aside from Old Ridge Road 

and is therefore retained for further screening in the Draft EIS. 

TABLE 6-46: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 13: 

NORTH DOSWELL TO ELMONT (NDEL) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Kings Dominion Boulevard 

(Route 30) 

CFP 20.81      

Old Ridge Road (Route 

738) 

CFP 18.95 

     

Washington Highway 

(Route 1) 

CFP 17.22 

     

Railroad Bridge Over Water   

Bull Run, pipe crossing CFP 22.87      

Little River, 250 ft. double 

track bridge 

CFP 19.50 

     

South Anna River, 510 ft. 

double track bridge 

CFP 18.80      

Tributary of Falling Creek, 

pipe crossing 

CFP 17.02      

Tributary of Falling Creek, 

pipe crossing 

16.52 

     

Stony Run, pipe crossing CFP 13.27      

Unnamed creek, pipe 

crossing 

CFP 12.53      

Other Railroad Bridges    

Taylorsville Road (Route 

689) 

CFP 19.58      

Elletts Crossing Road 

(Route 641) 

CFP 17.70      

At-Grade Crossings    

Doswell Road (Route 688) CFP 21.87      

Private Road (Excelsior Mill 

Crossing) 

CFP 21.66      
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-65 Alternatives Technical Report 

TABLE 6-46: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 13: 

NORTH DOSWELL TO ELMONT (NDEL) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Vaughan Street CFP 15.62      

West Patrick Street CFP 15.16      

College Avenue/Henry Clay 

Road 

CFP 14.85      

England Street (Route 54) CFP 14.72      

Myrtle Street CFP 14.64      

East Francis Street CFP 14.20      

Ashcake Road (Route 657) CFP 13.85      

Gwathmey Church Road 

(Route 707) 

CFP 12.95      

Elmont Road (Route 626) CFP 11.55      

Retain for further 

evaluation 

---- 

     

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 

 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-66 Alternatives Technical Report 

Table 6-47 shows Stage III screening results for Segment 14, Elmont to Greendale (ELGN). All 

three of the Improved Speed Options (constrained, hold bridges, and tangents and tangents) are 

shown to have no constraints. Given three Improved Speed options, DRPT selected the hold 

bridges/hold tangents option for further evaluation in the Draft EIS as it would have fewer 

impacts and by reusing existing rail infrastructure. The Existing Speed option to the west was 

also found to have no infrastructure constraints; however, this option does not achieve increased 

train speed, and therefore DRPT eliminated it from further consideration.

TABLE 6-47: STAGE III SCREENING RESULTS—CENTRAL VIRGINIA AREA SEGMENT 14: 

ELMONT TO GREENDALE (ELGN) 

Crossing 

Infrastructure 

Milepost Improved Speed*^ Existing 

Speed* No 

Additional 

Track Constrained Hold BR Hold 

BR/Tan 

East West 

Highway Overpasses 

Greenwood Road CFP 9.89      

Interstate 295 NB CFP 8.95      

Interstate 295 SB CFP 8.95      

Railroad Bridge Over Water   

Chickahominy River, 115 ft. 

double track bridge 

CFP 10.60 

     

North Run, culvert CFP 8.83      

Hungary Creek, culvert CFP 6.87      

Other Railroad Bridges (N/A)   

At-Grade Crossings   

Cedar Lane (Route 623) CFP 11.15      

Mill Road (Route 626) CFP 9.65      

Mountain Road CFP 8.10      

Hungary Road CFP 6.60      

Retain for further screening ----      

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

*Gray shaded columns represent alignment options eliminated in Stages 1 and II Screening for the Segment. 

^Hold BR = Hold bridges; Hold BR/Tan = Hold Bridges/Tangents; n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-67 Alternatives Technical Report 

6.7 STAGE IV SCREENING 

Stage IV screening addresses areas of the DC2RVA corridor where additional rail alignments 

were developed, above and beyond adding an additional track to the existing corridor and 

straightening curves to improve speed. These alignments are located in Fredericksburg, Ashland, 

and Richmond and were created to address specific area concerns, including historical resources, 

limited right-of-way, possible impacts to adjacent land uses, roadway crossings, topography, and 

multiple alignments and station options. Additional rail alignment options in these areas, 

including bypasses, tunnels and alignments outside existing right-of-way were subjected to the 

same Stage I, II, and III screening processes as described for the previously analyzed corridor rail 

alignments. Rail operations reviews, run time analyses, and reasonable and feasible track 

alignment options were all the factors considered for these additional rail alignments. Details 

pertaining to these evaluations are described below. 

6.7.1 Fredericksburg Area Alignments 

In Fredericksburg, DRPT screened options to add a track on the east or west of the existing 

corridor, and determined to carry forward in the DEIS the option of adding a track on the east 

side (with a new rail bridge over the Rappahannock River). DRPT also determined to evaluate 

the potential for no additional track through Fredericksburg. 

DRPT also evaluated possible east and west two track bypass alignments. DRPT determined the 

denser urban development west of the corridor, including I-95, precluded a west bypass 

alignment. DRPT then began developing east bypass alignments by first analyzing shorter routes 

closest to the existing corridor that took advantage of existing rail spurs. As issues were identified 

through the screening process, DRPT shifted routes eastward to avoid or reduce impacts to 

human and natural resources. DRPT identified and screened eleven two-track bypass alignments 

east of Fredericksburg, as described and mapped in Section 5.410. 

Each Fredericksburg bypass would diverge from the CSXT mainline north of the Rappahannock 

River at the Dahlgren Spur, run east along the Dahlgren Spur a short distance, turn southerly and 

cross the Rappahannock River on a new rail bridge, and then continue southerly to reconnect 

with the mainline south of Fredericksburg (see Figure 6-4 for details). Stage I screening results for 

the eleven bypass options are shown in Table 6-48. DRPT found no Stage I impacts for FEB 1A 

and 1B; however, these alignments had been determined by DRPT to not be practical due to rail 

operations issues and the likelihood of interference with VRE’s operations. FEB 2, 4C, 5, 5A and 

5B had impacts to historic resources; FEB 5, 5A, 5B, 6A and 6B also had impacts to parks and 

recreation areas, and all were eliminated from further consideration. DRPT carried FEB 6C and 

6D forward for further evaluation. 

 

 

10 DRPT identified additional east bypass alignments, but several were eliminated prior to screening due to obvious 

rail operation flaws, or similarity to other alignments carried forward for screening. Details on all bypass alignments 

are provided in Chapter 5. 
\\cltsmain\gis_data\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_6-4_FredBypassOptions_8.5x11_AltTech_BW.mxd | Last Updated: 08.02.2016

Figure 6-4

Fredericksburg

Bypass Options

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: 2015 Bing Maps Road

1 inch = 5,000 feet

@ 8.5 x 11 inches

[ 0 2,500 5,000

Feet

Legend

Deep Run (Bowman)

Spur Bypass Alignments

Massaponax Spur

Bypass Alignments

East Bypass Alignments

Additional East Bypass

Alignments (After December

2015)

FEB 1

FEB 3

FEB 2

FEB 2A

FEB 4A

FEB 4B

FEB 5

FEB 5A

FEB 5B

FEB 6 - 6A

FEB 6 - 6B

FEB 6 - 6C

I3 VRE Station

II3 Amtrak/VRE Station

! CSXT Mileposts

DC2RVA Project

Corridor

Current Bypass Option

Bypass Alignments

Considered and

Eliminated
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-69 Alternatives Technical Report 

TABLE 6-48: STAGE I SCREENING RESULTS—NORTHERN VIRGINIA AREA: FREDERICKSBURG 

BYPASS (SEE APPENDIX E)

Resource 

Area of Impact in Acres 

FEB 

1A 

FEB 

1B 

FEB 

2 

FEB 

4C 

FEB 

5 

FEB 

5A 

FEB 

5B 

FEB 

6A 

FEB 

6B 

FEB 

6C 

FEB 

6D 

Historic 

Resources 0.00 0.00 22.70 220.04 5.67 5.75 5.75 0.00 0.00 0.00 0.00 

Military 

Installations 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 

Parks & Public 

Recreation 

Areas 0.00 0.00 0.47 0.47 23.52 18.15 13.06 5.41 2.58 0.00 0.00 

Wildlife or 

Waterfowl 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 

Retain for 

further 

screening No No No No No No No No No Yes Yes 

Table Notes: * FEB 1A=Fredericksburg East Bypass 1A; FEB 1B=Fredericksburg East Bypass 1B; FEB 2=Fredericksburg East Bypass 2; FEB 

4C=Fredericksburg East Bypass 4C; FEB 5= Fredericksburg East Bypass 5; FEB 5A= Fredericksburg East Bypass 5A; FEB 5B= 

Fredericksburg East 5B; FEB 6A= Fredericksburg East Bypass 6A; FEB 6B = Fredericksburg East Bypass 6B; FEB 6C= Fredericksburg 

East Bypass 6C; FEB 6D=Fredericksburg East Bypass 6D 

The farthest east bypass options of FEB 6C and 6D have comparatively similar impacts to Stage 

II resources, with FEB 6C affecting more wetlands while 6D affects more agricultural lands. 

TABLE 6-49: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA: FREDERICKSBURG 

BYPASS 

Resource

FEB 

1A 

FEB 

1B 

FEB 

2 

FEB 

2A*

FEB 

4B 

FEB 

4C 

FEB 

5 

FEB 

5A 

FEB 

5B 

FEB 

6A 

FEB 

6B 

FEB 

6C 

FEB 

6D 

Area of Impact in Acres 

Cemeteries 0.00 0.00 Yes^ Yes^ 0.00 Yes^ 0.00 0.00 0.00 0.00 0.00 0.00 0.00 

VOF 

Easements 0.00 0.00 0.00 0.00 13.78 0.00 0.19 5.65 13.72 27.95 27.95 27.95 27.10 

Conservation 

Lands 0.00 0.00 1.51 1.50 27.82 1.50 23.70 18.20 13.25 5.71 3.90 0.00 0.00 

Natural 

Heritage 0.00 0.00 0.00 0.00 18.33 0.31 14.79 16.85 10.64 4.10 7.13 5.33 5.33 

Hazmat: 

Superfund/CE

RCLIS/NPL 

0.00 0.00 15.02 17.66 0.00 5.34 0.00 0.00 0.00 0.00 0.00 0.00 0.00 

Wetlands 4.39 6.58 33.53 35.24 56.34 130.27 51.67 46.09 46.06 44.54 40.77 35.45 30.52 

Wetland 

Mitigation 

Banks 

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-70 Alternatives Technical Report 

TABLE 6-49: STAGE II SCREENING RESULTS—NORTHERN VIRGINIA AREA: FREDERICKSBURG 

BYPASS 

Resource

FEB 

1A 

FEB 

1B 

FEB 

2 

FEB 

2A*

FEB 

4B 

FEB 

4C 

FEB 

5 

FEB 

5A 

FEB 

5B 

FEB 

6A 

FEB 

6B 

FEB 

6C 

FEB 

6D 

Area of Impact in Acres 

Potential Land 

Acquisition: 

Urban/Develo

ped 

19.11 24.56 35.27 28.10 17.01 46.15 10.05 11.36 11.43 5.66 5.66 5.66 7.87 

Potential Land 

Acquisition: 

Agricultural 

5.04 8.51 33.72 45.74 48.43 228.95 49.46 48.73 46.94 24.42 44.03 38.35 56.49 

Agricultural 

and Forestal 

Districts 

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 

Retain for 

further 

evaluation 

No No No No No No No No No No No Yes Yes 

Table Notes: * FEB 1A=Fredericksburg East Bypass 1A; FEB 1B=Fredericksburg East Bypass 1B; FEB 2=Fredericksburg East Bypass 2; FEB 

4C=Fredericksburg East Bypass 4C; FEB 5= Fredericksburg East Bypass 5; FEB 5A= Fredericksburg East Bypass 5A; FEB 5B= 

Fredericksburg East 5B; FEB 6A= Fredericksburg East Bypass 6A; FEB 6B = Fredericksburg East Bypass 6B; FEB 6C= 

Fredericksburg East Bypass 6C; FEB 6D=Fredericksburg East Bypass 6D 

 *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

 ^ Not quantified 

With respect to the Fredericksburg bypass options, VRE expressed concern during Project 

coordination meetings that the options connecting the south end of the bypass to the mainline at 

the existing Massaponax rail spur (approximate milepost CFP 54.6), would adversely affect VRE 

operations. Freight trains entering or exiting the mainline from the Massaponax rail spur would 

be moving comparatively slowly due to the bypass curves and grade. The slow movement of the 

long freight trains would block trains from entering or leaving the new Spotsylvania VRE station 

and the VRE maintenance facility at Crossroads. DRPT identified a similar issue with FEB1A and 

1B at the Deep Run Spur—these bypass options would place all through freight trains on the east 

side of the corridor where the Deep Run Spur joins the mainline, only approximately 1.6 miles 

from the VRE Spotsylvania station, creating a potential for interference with VRE train 

movements between Fredericksburg Station and Spotsylvania Station. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-71 Alternatives Technical Report 

TABLE 6-50: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

NORTHERN VIRGINIA AREA: FREDERICKSBURG BYPASS

Bypass 

Alignment 

Roadways 

New Bridges 

Retain for 

further 

screening**

Improved Grade 

Crossings on 

Dahlgren Spur 

Potentially 

Closed Grade Separated* 

FEB 1A Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

n/a 

Kings Highway/Route 3 

Joseph Mills Drive & 

Main Street 

Business Route 2 

Rappahannock 

River 



FEB 1B Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Joseph Mills 

Drive & Main 

Street (Realigned) 

Kings Highway/Route 3 

(2 crossings) 

Business Route 2 (2 

crossings) 

Landsdowne Road 

Rappahannock 

River 



FEB 2A Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Michael Scott 

Lane (Realigned) 

Forest Lane Road (new 

location) 

Kings Highway/Route 3 

Business Route 2 

 

Jim Morris Road (609) 

Rappahannock 

River 



FEB 4C Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Michael Scott 

Lane (Realigned) 

Forest Lane Road (new 

location) 

Kings Highway/Route 3 

Business Route 2 

Jim Morris Road (609) 

Benchmark Road 

Jim Morris Road (609) 

(new location) 

Mills Drive/Route 17 

Rappahannock 

River 


RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-72 Alternatives Technical Report 

TABLE 6-50: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

NORTHERN VIRGINIA AREA: FREDERICKSBURG BYPASS

Bypass 

Alignment 

Roadways 

New Bridges 

Retain for 

further 

screening**

Improved Grade 

Crossings on 

Dahlgren Spur 

Potentially 

Closed Grade Separated* 

FEB 5+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 



FEB 5A+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 


RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-73 Alternatives Technical Report 

TABLE 6-50: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

NORTHERN VIRGINIA AREA: FREDERICKSBURG BYPASS

Bypass 

Alignment 

Roadways 

New Bridges 

Retain for 

further 

screening**

Improved Grade 

Crossings on 

Dahlgren Spur 

Potentially 

Closed Grade Separated* 

FEB 5B+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 



FEB 6A+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 


RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-74 Alternatives Technical Report 

TABLE 6-50: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

NORTHERN VIRGINIA AREA: FREDERICKSBURG BYPASS

Bypass 

Alignment 

Roadways 

New Bridges 

Retain for 

further 

screening**

Improved Grade 

Crossings on 

Dahlgren Spur 

Potentially 

Closed Grade Separated* 

FEB 6B+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 



FEB 6C+ Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Mills Drive/Route 17 

Fredericksburg 

Turnpike/Route 2 

Thornton Rolling Road 

(609) 

Rappahannock 

River 


RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-75 Alternatives Technical Report 

TABLE 6-50: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

NORTHERN VIRGINIA AREA: FREDERICKSBURG BYPASS

Bypass 

Alignment 

Roadways 

New Bridges 

Retain for 

further 

screening**

Improved Grade 

Crossings on 

Dahlgren Spur 

Potentially 

Closed Grade Separated* 

FEB 6D Cool Springs Road - 

TBD 

Debruen Lane - 

Median Separators 

Ferry Road - Four 

Quad 

Gate/Realignment 

Federal Drive - Four 

Quad Gate 

Little Falls Road - 

Gates with Median 

Separators 

Forest Lane Road - 

Gates with Median 

Separators 

n/a 

Kings Highway/Route 3 

Fredericksburg 

Turnpike/Route 2 

Mills Drive/Route 17 

Macedonia Road (609) 

Summit Crossing Road 

(668) 

Rappahannock 

River 



Table Notes: FEB 1A= Fredericksburg East Bypass 1A; FEB 1B=Fredericksburg East Bypass 1B; FEB 2=Fredericksburg East Bypass 2; FEB 

4C=Fredericksburg East Bypass 4C; FEB 5= Fredericksburg East Bypass 5; FEB 5A= Fredericksburg East Bypass 5A; FEB 5B= 

Fredericksburg East 5B; FEB 6A= Fredericksburg East Bypass 6A; FEB 6B = Fredericksburg East Bypass 6B; FEB 6C= 

Fredericksburg East Bypass 6C; FEB 6D=Fredericksburg East Bypass 6D; n/a= not applicable 

 = Not carried through for further screening in Draft EIS 

  = Carried through for future screening in Draft EIS 

+ All alignments cross the same roadways at slightly different or exact locations but are equivalent from a public roadway 

connectivity and accessibility standpoint. 

 * All bypasses will require new double track bridges at grade separated crossings. 

Based on the Stage III screening of the Fredericksburg bypass options, DRPT determined only the 

East Bypass 6C would be carried forward to further analysis in the Draft EIS. The existing twotrack corridor and Amtrak/VRE station would remain in the city, and continue to be served by 

both passenger and commuter rail. 

6.7.2 Ashland Area Alignment Screening 

Segment 13 (North Doswell to Elmont) includes the Town of Ashland; as previously described in 

Section 5.5, the rail corridor runs at-grade in Ashland through the center of Center Street, 

bisecting Randolph-Macon College, the town’s original business district, and residential 

neighborhoods. The CSXT-owned right of way through town is narrow and barely encompasses 

the existing two tracks. Train speeds through town are restricted for safety due to the multiple 

at-grade pedestrian and roadway crossings. After evaluating preliminary rail alignments to add 

a third main track to Segment 13, DRPT determined that the Improved Speed Hold 

Bridges/Tangents alignment would be carried forward for further evaluation in the Draft EIS. 

However, DRPT recognized that the portion of Segment 13 through Ashland warranted 

additional review due to the limited right of way, train speed restriction, and the many comments 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-76 Alternatives Technical Report 

received regarding rail alignment alternatives and train impacts in Ashland during project 

scoping. Therefore, DRPT conducted additional evaluation of alternative rail alignments within 

and through Ashland; these Ashland alignments would connect to the main corridor north and 

south of Ashland and combine with the Improved Speed Hold Bridges/Tangent rail alignment 

for the remainder of Segment 13. The Ashland rail alignments include: 

 No Additional Track (Minor Improvements). This option does not include the 

construction of an additional mainline track through the Town, but incorporates a third 

track north and south of town. The existing two tracks through Ashland are used by 

freight and passenger trains similar to current conditions, and connect to three tracks 

north of Vaughan Road and south of Ashcake Road. DRPT determined to carry this 

alternative forward to the Draft EIS. 

 Adding a Track At-grade. This option adds a third main track parallel to the existing two 

tracks using one of the following configurations: 

– Add a track on the west of existing tracks. 

– Add a track on the east of existing tracks. 

– Add a track and center all three tracks. 

 Adding a Track Below Grade (Tunnel). This option adds a third main track in a tunnel 

parallel to and below the existing two-track right of way through town using one of the 

following configurations: 

– Add a track on the east of existing tracks using a cut and cover tunnel. 

– Add a track on the west of the existing tracks using a deep bore tunnel in the bedrock. 

 Adding a Two-Track Bypass. This option adds a two-track bypass around the town, 

leaving the existing two tracks through town. The bypass alignments evaluated by DRPT 

include five options east of town and four options west of town. Several of the east bypass 

alignments require a new rail wye connection between the BBRR and the CSXT main line 

at Doswell; five wye options were also identified and evaluated. (For purposes of 

screening, bypass alignments are compared to bypass alignments and wye alignments are 

compared to wye alignments). 

DRPT’s evaluation of these alignment types through the Stage I, II, and III screening process is 

described below. 

DRPT evaluated the three options for adding a track at grade through Ashland against the Stage 

I, II and III criteria. The current two-track alignment bisects Center Street through town from 

Vaughan Road to Ashcake Road. Center Street is one-way (south-bound) on the west of the tracks 

and one-way (north-bound) on the east of the tracks. There is an additional lane used for parallel 

parking on the outside of both sides of Center Street for most of its length. Between College 

Avenue and Route 54, Center Street south-bound makes a slight bump to the west to 

accommodate the old train station and west station platform. In accordance with the DC2RVA 

Basis of Design, all of the at-grade alignment options would need to shift outwards slightly north 

of Route 54 to accommodate station platforms serving all three tracks (one side platform and one 

island platform, extending north of College Avenue—see Chapter 8 for details on Ashland station 

options). The station improvements would likely result in closing College Avenue and could 

require additional right of way. North of Vaughan Road and south of Ashcake Road, the at-grade 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-77 Alternatives Technical Report 

options would revert to the alignment options already screened for the North Doswell to Elmont 

segment. 

Adding a track at-grade on the west occupies the south-bound travel lane of Center Street and 

would also displace the old train station building (now the town’s Visitor Center). The station 

building is potentially eligible to be listed as an historic resource. Adding a track on the west 

would also encroach on a local park/walking trail north of Patrick Street. Adding a track on the 

east occupies the north-bound travel lane but does not directly affect any historic or park 

resources. Adding a track and centering all three tracks would shift tracks into both the southbound and north-bound travel lanes and displace the old train station building, but would not 

affect the park. No other Stage I resources were affected by the three additional track at grade 

options. 

No Stage II resources are affected by the three track at-grade options in the section between 

Vaughan Road and Ashcake Road. Similarly, as all road and pedestrian crossings through 

Ashland are at-grade, there are no Stage III infrastructure constraints. DRPT therefore determined 

to carry the additional track at-grade on the east alternative into the DEIS for further evaluation. 

Subsequently, in discussions with the Town of Ashland and Hanover County, and through public 

comments, concerns were raised over the potential impacts to the Town and Randolph Macon 

College from the loss of the north-bound travel lane of Center Street and the closing of College 

Avenue. In response to these comments, DRPT determined to further consider adding a track and 

centering all three tracks and relocating or closing the Ashland station to avoid closing College 

Avenue. Adding a track and centering all three tracks (with no station in downtown Ashland) 

will therefore be evaluated in the DEIS. DRPT will also consider the potential to relocate the 

station on the east side of the tracks to a site just south of Ashcake Road. 

DRPT evaluated two below-grade (tunnel) options—a deep bore tunnel traveling through 

bedrock beneath the current right-of-way, and a cut and cover tunnel running east of the existing 

tracks (see Chapter 5.5.2 for a description of these options). These tunnel options would extend 

beyond Vaughan Road and Ashcake Road; north and south of the tunnel portals, the track 

alignment would merge with the previously screened at-grade track options for the Doswell to 

Elmont segment. The bore tunnel in rock is the longer of the two tunnel options and would merge 

with the previously screened track alignments at MP 16.6 north of Ashland and MP 13.0 south of 

Ashland. Stage I screening of the Ashland tunnel options is shown below (Table 6-51): 

TABLE 6-51: NORTH DOSWELL TO ELMONT (NDEL) —STAGE I SCREENING OF ASHLAND 

TUNNEL OPTIONS (MP 16.6 TO MP 13.0) 

Stage I Resource Ashland Bore Tunnel in Rock Ashland Cut and Cover Tunnel 

Historic Resources 0.58 0.05 

Military Installations 0.00 0.00 

Parks 0.00 0.00 

Schools and Public Recreation 

Areas 

0.01 0.01 

Wildlife Refuges 0.00 0.00 

Retain for further screening Yes Yes 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-78 Alternatives Technical Report 

Both tunnel options would have some minor potential impacts to historic resources in the town 

of Ashland primarily from three ventilation structures and emergency access structures or grates. 

Stage II screening of the tunnel options through Ashland are shown below. Refer to Chapter 5.5 

for more details pertaining to these structures. 

TABLE 6-52: NORTH DOSWELL TO ELMONT (NDEL) — STAGE II SCREENING OF TUNNEL 

OPTIONS (MP 16.6 TO MP 13.0) 

Stage II Resource Ashland Bore Tunnel in Rock Ashland Cut and Cover Tunnel 

Cemeteries 0.00 0.00 

VOF Easements 0.00 0.00 

Conservation Lands 0.00 0.00 

Natural Heritage 0.00 0.00 

Hazmat: Superfund/CERCIS/NPL 0.00 0.00 

Wetlands 13.38 3.90 

Wetland Mitigation Banks 0.00 0.00 

Potential Land Acquisition: 

Urban/Developed 

9.45 3.96 

Potential Land Acquisition: Agricultural 1.39 0.00 

Agricultural and Forestal Districts 0.00 0.00 

Retain for further screening No No 

Both tunnel options have impacts on wetlands, primarily from the areas occupied by the tunnel 

portals and ramps to the surface south of Ashland. These wetland impacts, when combined with 

the wetland impacts from the additional track necessary to complete a third track in Segment 13 

between North Doswell and Elmont, are typically greater than other Ashland options for the 

Segment. DRPT did not conduct Stage III screening of the tunnel options as they would not have 

infrastructure constraints from aboveground overpasses or bridges. The cut and cover tunnel 

option and north and south cut and cover sections of the bore tunnel would likely have 

substantive, albeit temporary, impacts on existing infrastructure in Ashland during construction. 

Constructing the cut and cover tunnels while maintaining rail operations and ensuring road 

access through Ashland would be problematic. Overall, the tunnels themselves would be 

expensive to build and operate compared to developing a new track(s) on the surface. Each tunnel 

would require multiple surface structures and/or grates for ventilation systems and emergency 

access along Center Street, adversely affecting historic resources. Due to the impacts summarized 

above, DRPT dismissed the tunnel options from further consideration. 

Nine potential bypass alignments around Ashland were identified and are described in Section 

5.5. Of the Ashland bypass alignment options in Table 6-53, parks and recreation area impacts are 

identified in the Stage I Screening for AEB 1 and AEB 2. The remaining bypass options did not 

result in impacts to the resources and are carried forward for Stage II Screening. Five wye 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-79 Alternatives Technical Report 

alignments were identified for a potential rail connection between the BBRR and the CSXT 

mainline. Of these, two (Wye 1 and Wye 2) have direct impacts to historic resources in Doswell 

and DRPT eliminated these from further consideration. In addition to the five wye alignments, a 

Freight Diversion option that utilized the BBRR was also taken into consideration. This option is 

further explained in detail in Section 5.5. Tables 6-53 through 6-58 represent the screening results 

of the additional options considered for Ashland. 

TABLE 6-53: STAGE I SCREENING RESULTS—ASHLAND EAST AND WEST BYPASSES 

Resource 

East Bypass* West Bypass*

AEB 1 AEB 2 AEB 3 AEB 4 AEB 5 

Wye 1 Wye 2 Wye 3 Wye 4 Wye 5 

AWB 1 AWB 2 AWB 3 AWB 4 

Area of Impact in Acres 

Historic 

Resource 0 0 0 0 0 3.38 2.42 0 0 0 0 0 0 0 

Military 

Installations 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Parks & Public 

Recreation 

Areas 

13.57 13.99 0 0 0 0 0 0 0 0 0 0 0 0 

Wildlife or 

Waterfowl 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Retain for 

further 

screening**

No No Yes Yes Yes No No Yes Yes Yes Yes Yes Yes Yes 

Table Notes: * AEB 1=Ashland East Bypass; AEB 2=Ashland East Bypass to Buckingham Brand Railroad; AEB 3=Ashland East Bypass that does 

not Cross I-95; AEB 4=Ashland East Bypass in the I-95 Median; AEB 5=Ashland East Bypass White Paper; Wye 1=Wye Option 

#1; Wye 2=Wye Option #2; Wye 3=Wye Option #3; Wye 4=Wye Option #4; Wye 5=Wye Option #5; AWB 1= Ashland 

West Bypass; AWB 2=Ashland West Bypass Revision #1 per Public Comment; AWB 3=West Ashland Bypass; AWB 4=West 

Ashland Bypass

Stage II Screening of the Ashland east and west bypass alignments and the wye connections are 

shown in Table 6-53. The east bypasses were found to have comparatively high wetland impacts 

and high acquisitions of urban/developed lands and were therefore eliminated by DRPT from 

further consideration. DRPT identified the Wye 5 alignment bypass option as having less wetland 

impacts compared to other wye connections, however, both wye 4 and 5 create a rail bottleneck 

by increasing the number of freight trains that cross the CSXT mainline at grade. Wye 3, although 

having slightly higher wetland impacts than wye 5, does not create a new rail bottleneck. AWB 1 

has greater wetland impacts than other west bypasses and is eliminated. Although AWB 2, 3, and 

4 have similar levels of wetland impacts, AWB 4 has less impacts to agricultural/forestal districts. 

DRPT eliminated AWB 2 and 3, and carried AWB 4 forward for further evaluation. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-80 Alternatives Technical Report 

TABLE 6-54: STAGE II SCREENING RESULTS—CENTRAL VIRGINIA AREA ASHLAND BYPASS 

Resource 

East Bypass* West Bypass*

AEB 1^AEB 2^

AEB 3 AEB 4 AEB 5 

Wye 1^

Wye 2^

Wye 3 Wye 4 Wye 5 

AWB 1 AWB 2 AWB 3 AWB 4 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

VOF 

Easements 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Conservation 

Lands 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Natural 

Heritage 0 0.10 0 0 0.07 0 0 0 0 0 0.27 0.11 0.18 0.18 

Hazmat: 

Superfund/CE

RCLIS/NPL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Wetlands 40.49 58.82 43.41 44.06 65.06 7.70 5.18 8.42 14.73 3.77 45.93 42.31 39.23 39.05 

Wetland 

Mitigation 

Banks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Potential Land 

Acquisition: 

Urban/ 

Developed 14.46 15.27 20.93 29.97 95.28 8.16 2.76 3.48 3.58 2.88 10.61 12.51 10.11 6.20 

Potential Land 

Acquisition: 

Agricultural 9.19 21.00 7.45 8.00 0.12 4.40 0.01 4.41 10.91 7.35 22.21 32.90 24.38 30.03 

Agricultural 

and Forestal 

Districts 0 0 0 0 0 0 0 0 0 0 0 19.23 21.31 13.07 

Retain for 

further 

screening**

No No No No No No No Yes No No No No No Yes 

Table Notes: * AEB 1=Ashland East Bypass; AEB 2=Ashland East Bypass to Buckingham Brand Railroad; AEB 3=Ashland East Bypass that does 

not Cross I-95; AEB 4=Ashland East Bypass in the I-95 Median; AEB 5=Ashland East Bypass White Paper; Wye 1=Wye Option 

#1; Wye 2=Wye Option #2; Wye 3=Wye Option #3; Wye 4=Wye Option #4; Wye 5=Wye Option #5; AWB 1=Ashland West 

Bypass; AWB 2=Ashland West Bypass Revision #1 per Public Comment; AWB 3=Ashland West Bypass; AWB 4=Ashland West 

Bypass 

*Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

 ^ Alternatives were not retained for further screening after Stage I Screening; however, information regarding Stage II screening 

impacts for these alternatives has been provided. 

The Stage III Screening for the Ashland east and west bypass alignments considers crossing 

infrastructure relative to the existing at-grade public and private roadway crossings along the 

proposed rail corridor for each bypass option. As shown in Table 6-55, roadways crossed would 

either be closed and traffic rerouted or a new grade separated structure would be built. In 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-81 Alternatives Technical Report 

addition, alignments requiring demolition or relocation of structures (e.g. buildings, etc.) are 

described. 

TABLE 6-55: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

ASHLAND EAST AND WEST BYPASSES

Bypass 

Alignment 

Roadways New 

Bridges 

Retain for Further 

Evaluation** Closed Grade Separated 

East Bypass* 

AEB 1^ Boxwood Farm Lane 

(Realigned) 

Success 

Street (Realigned) 

Cedar Lane 

Elmont Road 

Tyson Trail 

Johnson Road 

Washington Highway 

Design Road 

Ashcake Road 

I-95 

Mount Herman Road 

East Patrick Henry Road 

Jamestown Road 

Hickory Hill Road 

No 

AEB 2^ Boxwood Farm Lane 

(Realigned) 

Success 

Street (Realigned) 

Cedar Lane 

Elmont Road 

Tyson Trail 

Johnson Road 

Washington Highway 

Design Road 

Ashcake Road 

I-95 

Mount Herman Road 

East Patrick Henry Road 

Jamestown Road 

Hickory Hill Road 

Old Ridge Road 

No 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-82 Alternatives Technical Report 

TABLE 6-55: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

ASHLAND EAST AND WEST BYPASSES

Bypass 

Alignment 

Roadways New 

Bridges 

Retain for Further 

Evaluation** Closed Grade Separated 

AEB 3^ Boxwood Farm Lane 

(Realigned) 

Success 

Street (Realigned) 

Cedar Lane 

Elmont Road 

Tyson Trail 

Johnson Road 

Washington Highway 

Design Road 

Ashcake Road 

East Patrick Henry Road 

Jamestown Road 

Hickory Hill Road 

No 

AEB 4^ Boxwood Farm Lane 

(Realigned) 

Success 

Street (Realigned) 

Cedar Lane 

Elmont Road 

Tyson Trail 

Johnson Road 

Washington Highway 

Design Road 

Ashcake Road 

I-95 southbound 

East Patrick Henry Road 

Jamestown Road 

Hickory Hill Road 

No 

AEB 5^ Success 

Street (Realigned) 

Johnson Road 

Washington Highway 

Design Road 

Ashcake Road 

I-95 southbound 

East Patrick Henry Road 

Jamestown Road 

Hickory Hill Road 

Old Ridge Road 

Kings Dominion Boulevard 

I-95 Southbound 

No

Wye 1^ I-95 

Doswell Road 

No

Wye 2^ Doswell Road No
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-83 Alternatives Technical Report 

TABLE 6-55: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

ASHLAND EAST AND WEST BYPASSES

Bypass 

Alignment 

Roadways New 

Bridges 

Retain for Further 

Evaluation** Closed Grade Separated 

Wye 3^ I-95 

Doswell Road 

No

Wye 4^ Verdon Road 

Washington Highway 

No

Wye 5 Washington Highway 

Doswell Road 

No

West Bypass* 

AWB 1^ Chapman Street Elmont Road 

Ashcake Road 

Yowell Road 

Thompson Street 

Blunts Bridges Road 

Cross Corner Road 

Washington Highway 

No

AWB 2^ Blanton Road Elmont Road 

Ashcake Road 

Yowell Road 

W Patrick Henry Road 

Independence Road 

Blunts Bridges Road 

Cross Corner Road 

Washington Highway 

No

AWB 3^ Blanton Road Elmont Road 

Ashcake Road 

Yowell Road 

W Patrick Henry Road 

Independence Road 

Blunts Bridges Road 

Cross Corner Road 

Washington Highway 

No
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-84 Alternatives Technical Report 

TABLE 6-55: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—

ASHLAND EAST AND WEST BYPASSES

Bypass 

Alignment 

Roadways New 

Bridges 

Retain for Further 

Evaluation** Closed Grade Separated 

AWB 4 Independence Road 

Cross Corner Road 

Elmont Road 

Ashcake Road 

Yowell Road 

West Patrick Henry Road 

Blunts Bridges Road 

Washington Highway 

Yes 

Table Notes: * AEB 1=Ashland East Bypass; AEB 2=Ashland East Bypass to Buckingham Brand Railroad; AEB 3=Ashland East Bypass that does 

not Cross I-95; AEB 4=Ashland East Bypass in the I-95 Median; AEB 5=Ashland East Bypass White Paper; Wye 1=Wye Option 

#1; Wye 2=Wye Option #2; Wye 3=Wye Option #3; Wye 4=Wye Option #4; Wye 5=Wye Option #5; AWB 1= Ashland 

West Bypass; AWB 2=Ashland West Bypass Revision #1 per Public Comment; AWB 3=West Ashland Bypass; AWB 4=West 

Ashland Bypass 

 ^ Alternatives were not retained for further screening after Stage I and II Screening; however, information regarding Stage III 

screening impacts for these alternatives has been provided. 

*Gray shaded columns represent alignment options eliminated in Stage 1 and II Screening for the Segment. 

Table 6-56 represents the Stage I screening for the BBRR Freight Diversion Alternative, both ALine and S-Line options. The A-Line option includes improvements to Wye 3 (connecting the 

CSXT mainline to the BBRR just north of Doswell), BBRR (Doswell to AM Junction), and SAAM 

(SAY/WAY to AM Junction on the S-Line Hermitage Lead) sections of the corridor. The S-Line 

option includes improvements to Wye 3, BBRR, and AMCE (AM Junction to Centralia on the SLine). The AMCE improvements would duplicate improvements being considered for the 

Richmond alignment alternatives that add passenger trains to the S-Line. The Stage I screening 

for BBRR Freight Diversion Alternative A-Line and S-Line options identified no impacts and 

both options were therefore carried forward to Stage II screening. 

TABLE 6-56: STAGE I SCREENING RESULTS—BBRR FREIGHT DIVERSION ALTERNATIVE 

Resource 

Wye 3 BBRR SAAM AMCE BBRR ALine Option 

BBRR SLine Option 

Area of Impact in Acres 

Historic Resources 0 0 0.38 0 0 0 

Military Installations 0 0 0 0 0 0 

Parks & Public 

Recreation Areas 0 0 0 0 0 0 

Wildlife or 

Waterfowl 0 0 0 0 0 0 

Retain for further 

screening n/a n/a n/a n/a Yes Yes 

Table Notes: n/a = not applicable 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-85 Alternatives Technical Report 

Stage II screening of the BBRR Freight Diversion Alternative A-Line and S-Line options identified 

substantial potential impacts to wetlands as well as urban and agricultural land acquisition. 

TABLE 6-57: STAGE II SCREENING RESULTS—BBRR FREIGHT DIVERSION ALTERNATIVE 

(DOSWELL TO AM JUNCTION) 

Resource 

Wye 3 BBRR SAAM AMCE 

BBRR ALine 

Option 

BBRR SLine 

Option 

Area of Impact in Acres 

Cemeteries 0 0 0 0 0 0 

VOF Easements 0 0 0 0 0 0 

Conservation Lands 0 0 0 0 0 0 

Natural Heritage 0 0 0 0 0 0 

Hazmat: 

Superfund/CERCLIS/NPL 0 0 0 0 0 0 

Wetlands 6.95 71.92 19.31 4.04 82.91 98.18 

Wetland Mitigation Banks 0 0 0 0 0 0 

Potential Land Acquisition: 

Urban/Developed 2.53 30.79 4.55 0.68 34.0 37.87 

Potential Land Acquisition: 

Agricultural 8.16 19.30 0 0 27.46 27.46 

Agricultural and Forestal 

Districts 0 0 0 0 0 0 

Retain for further screening n/a n/a n/a n/a No No 

Table Notes: n/a = not applicable 

The Stage III Screening for the BBRR Freight Diversion Alternative (Doswell to AM Junction) 

evaluated infrastructure impacts to existing roadways and bridges. In the 2.5 miles between AY 

and the Hospital Wye, there are 7 highway overpasses plus 2 additional highway overpasses 

across the Hospital Wye. These overpasses carry N. Boulevard, I-95, I-64, N. Lombardy Street, US 

1 (NB & SB), Chamberlayne Parkway, a new pedestrian overpass, and N. 1st Street. Crossing the 

Hospital Wye are N. 5th Street and I-64 (EB & WB). See Table 6-58 for a detailed list of crossings 

related to the BBRR Freight Diversion Alternative. 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-86 Alternatives Technical Report 

TABLE 6-58: STAGE III SCREENING RESULTS EVALUATING INFRASTRUCTURE IMPACTS—BBRR 

FREIGHT DIVERSION ALTERNATIVE 

Freight 

Diversion 

Alignment 

Roadways Potential New 

Grade 

Separations* 

Retain for 

Further 

Evaluation 

Improved At-Grade 

Crossings Grade Separated* 

BBRR S-Line Bullfield Road 

Doswell Road 

Hickory Hill Road 

Cadys Mill Road 

Stumpy Road 

Wyndale Drive 

Cool Spring Road 

Industrial Park Road 

Richmond Henrico Turnpike 

Dill Road 

Hospital Street (CA Crossing) 

I-95 SB 

I-95 NB 

Hospital Street (SRN 

Crossing) 

King Dominion 

Boulevard 

E. Patrick Henry 

Road 

Peaks Road 

New Ashcake 

Road No

BBRR A-Line Bullfield Road 

Doswell Road 

Hickory Hill Road 

Cadys Mill Road 

Stumpy Road 

Wyndale Drive 

Cool Spring Road 

Industrial Park Road 

Richmond Henrico Turnpike 

Dill Road 

Hospital Street (CA Crossing) 

N. 2nd Street - Closed 

St. James Street - Closed 

Brook Road 

Hermitage Road 

I-95 SB 

I-95 NB 

N. 1st Street 

N. 5th Street 

64 EB 

64 WB 

E. Leigh St. 

Hospital Street (SRN 

Crossing) 

St. James Street – 

Pedestrian Overpass Only 

Kings Dominion 

Boulevard 

E Patrick Henry 

Road 

Peaks Road 

New Ashcake 

Road 

No

Table Notes: * Further studies required 

*Gray shaded columns represent alignment options eliminated in Stage 1 and II Screening for the Segment. 

DRPT concluded the BBRR Freight Diversion A-Line option would not be feasible without a 

grade-separation of two tracks for passenger trains operating between Main Street Station and 

Staples Mill Road Station via the East Acca bypass, and a double-track freight route for freight 

trains operating between AY interlocking and a new BBRR connection at Hospital Street. 

However, due to severe spatial constraints created by terrain and existing infrastructure, 

including I-95 and I-64 overpasses, DRPT did not identify any practical option to eliminate the 

potential bottleneck by grade-separating the diverted freight trains going to/from the BBRR from 

the passenger trains moving between Main Street Station and Acca Yard. Based on the 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-87 Alternatives Technical Report 

infrastructure constraints, operational concerns, and high wetland and property impacts, DRPT 

therefore determined the BBRR Freight Diversion A-Line option was not reasonable. 

DRPT concluded the BBRR Freight Diversion S-Line option would not be feasible if implemented 

in conjunction with any of the Richmond Area alignment options that add passenger trains on 

the S-Line past the west side of Main Street Station. The additional freight train traffic on the SLine, combined with delays caused by passenger train service to the west side of Main Street 

Station, would create a bottleneck, impeding train movements. Based on the infrastructure 

constraints, operational concerns, and high wetland and property impacts, DRPT therefore 

determined the BBRR Freight Diversion S-Line option was not reasonable. 

At Doswell, the single-track Buckingham Branch Railroad crosses the two-track CSXT mainline 

in an east-west direction at-grade in a double diamond configuration. Passenger trains using the 

CSXT tracks slow to approximately 60 mph or less to cross through the diamond. The BBRR 

maintains a rail yard in the northwest quadrant of the rail crossing, with rail served industrial 

properties north of the rail yard and in the southwest quadrant. The northeast quadrant is 

occupied by the Doswell Historic District. Immediately to the east of the CSXT mainline is the I95 interstate corridor. The BBRR passes under I-95. Additional detail on the CSXT through 

Doswell and the BBRR is provided in Chapter 3 of this Alternatives Technical Report. 

Early in the conceptual design process of the project, DRPT considered various options to 

eliminate this double diamond, specifically the potential for grade separating the rail crossing. 

The BBRR track is constrained at-grade by the I-95 overpass to the east and the need to maintain 

surface access to their yard and customers on the west of the CSXT mainline, and was therefore 

dismissed by DRPT from consideration for a flyover. DRPT also dismissed the concept of taking 

the CSXT mainline, including a potential third track, up and over the BBRR. A three-track 

structure carrying passenger and freight trains over the BBRR would necessarily extend for 

several miles north and south of the BBRR to provide an adequate grade, and would either 

encroach on to the BBRR rail yard and/or the Doswell Historic District. DRPT also considered 

the potential for constructing a single-track flyover on the east side of the CSXT mainline to serve 

as a passenger train only track, allowing intercity passenger trains to pass through the rail 

crossing without slowing down. However, the reduction in travel time by allowing passenger 

trains to proceed over the BBRR at 90 mph versus slowing to cross the diamond would be 

minimal. After considering the minimal reduction in travel time against the potential 

infrastructure impacts, DRPT determined the concept of grade separating the CSXT and BBRR 

crossing was not reasonable and would not be evaluated further. 

6.7.3 Richmond Area Alignment Options 

In the Richmond area, due to two potential routes (CSXT S-Line and A-Line) through the city, the 

dense urban development adjacent to the rail rights of way, and the complexity of passenger and 

freight rail movements through the city, the development of preliminary rail alignment 

alternatives focused on potential station locations and the additional rail infrastructure needed 

for those potential stations to meet the DC2RVA Purpose and Need as described in Chapter 5. 

First, station location options were identified based on existing stations, prior corridor and station 

studies, and public and stakeholder input during project scoping. Station location options were 

then evaluated based on roadway access, existing land use, property impacts, topography, 

population density, existing rail operations, and FRA’s station guidelines, as well as each 

location’s ability to meet the Project’s Purpose and Need (see Chapter 8). For each station location 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-88 Alternatives Technical Report 

option, a set of rail alignments and other infrastructure improvements required to meet the 

Project’s Purpose and Need were identified. The rail alignments and infrastructure 

improvements include additional main track, storage tracks, connector wye tracks, crossovers, 

and new bridges. The combination of infrastructure improvements for each station location was 

based on engineering and passenger/freight rail operational analyses to identify required 

improvements to provide the reliability and frequency of passenger service and to facilitate 

freight service on the DC2RVA corridor through Richmond. The rail improvements and 

alignment options for the station location options were screened for Stage I, II, and III resources 

and evaluated for rail operation efficiency, applying the same approach as used for rail alignment 

options in Northern Virginia and Central Virginia. 

Section 6.7.3.1 presents the range of station location options in Richmond, based on analyses 

detailed in Chapter 8. Section 6.7.3.2 describes a potential freight connector bypass route across 

the James River that could be used to provide additional capacity for station configurations 

relying on the CSXT S-Line for passenger service through Downtown Richmond. This section 

presents Stage I, II, and III screening of the various freight connector options. Section 6.7.3.3 

combines a potentially reasonable freight connector option with other station location and rail 

improvement options. Section 6.7.3.4 screens those combined station location and freight 

connector options against potential impacts to Stage I, II, and III resources, and identifies station 

location and rail infrastructure combinations for further consideration. Section 6.7.3.5 evaluates 

rail operation efficiency, including pure run time between Greendale and Centralia, for the station 

location options. 

6.7.3.1 Station Location Options 

Station location options in Richmond were developed for single station options and two-station 

options as shown on Figure 6-5 (see Chapter 8 for more details related to station options). In an 

effort to meet the Purpose and Need for the DC2RVA High Speed Rail Project, considerations for 

utilization of individual stations as well as multiple combinations of two stations were made and 

evaluated. Each of the following station location options includes a corresponding set of rail 

alignments and improvements for screening: 

Single Station Options 

 Staples Mill Road Station Only (SMSO) - All long distance, interstate corridor, and 

Northeast Regional (Virginia) passenger trains moving north-south through Richmond 

route through Staples Mill Road Station to Centralia using the CSXT A-Line; Northeast 

Regional (Virginia) service to Newport News continues from Staples Mill Road Station 

past Main Street Station on the Peninsula Subdivision. Main Street Station is closed. 

 Boulevard Station Only (BVSO/BSOS) - All long distance, interstate corridor, and 

Northeast Regional (Virginia) passenger trains moving north-south through Richmond 

route through a new Boulevard Station and then to Centralia using) the CSXT A-Line and 

an elevated loop track just east of the South Acca wye (BVSO or Boulevard A-Line), or 

routing through to Centralia on the CSXT S-Line without the loop track (BSOS or 

Boulevard S-Line); Northeast Regional (Virginia) service to Newport News continues 

from the new Boulevard Station on the Peninsula Subdivision. Both Staples Mill Road 

Station and Main Street Station are closed. 

 
\\cltsmain\gis_data\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_6-3_RichmondAreaStations_8.5x11_AltTech_BW.mxd | Last Updated: 01.18.2016

95

64

66

295

395

195

95

495

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauq uier

Ca roline

Ha nover

Essex

Ch esterfie ld

Spotsylvania

He nrico

Goochland

Prince William

King William

Ne w Kent

King

and

Queen

Westmoreland

Ch arles City

King George

Colonial Heights

Falls

Ch urch

Manassas Park

Figure 6-5

Richmond Area

Existing & Proposed

Stations

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery: 2015 Bing Aerial,

Microsoft and its Data Suppliers

1 inch = 1 mile

@ 8.5 x 11 inches

Proposed

Boulevard

Station

Proposed Broad

Street Station

Acca

Yard

Fulton

Yard

Legend

0 0.5 1

Mile

James River

CSXT Mileposts

DC2RVA Project Corridor

Amtrak Stations

Proposed Stations
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-90 Alternatives Technical Report 

 Broad Street Station Only (BSSO) - All long distance, interstate corridor, and Northeast 

Regional (Virginia) passenger trains moving north-south through Richmond route 

through a new Broad Street station on a loop track and then to Centralia using the CSXT 

A-Line; Northeast Regional (Virginia) service to Newport News continues from the new 

Broad Street Station loop track on the Peninsula Subdivision. Both Staples Mill Road 

Station and Main Street Station are closed. 

 Main Street Station Only (MSSO) - All long distance, interstate corridor, and Northeast 

Regional (Virginia) passenger trains moving north-south through Richmond route to the 

west side of Main Street Station and then to Centralia using the CSXT S-Line; Northeast 

Regional (Virginia) service to Newport News continues along the east side of Main Street 

Station on the Peninsula Subdivision. Staples Mill Road Station is closed. 

Two-Station Options 

The two station options include both Main Street and Staples Mill Road Stations Combined: 

 Split Service (MSSM-SS) (A-Line) - All long distance, interstate corridor, and Northeast 

Regional (Virginia) passenger trains moving north-south through Richmond route 

through Staples Mill Road Station to Centralia using the CSXT A-Line, bypassing Main 

Street Station; Northeast Regional (Virginia) service to Newport News continues from the 

east side of Main Street Station on the Peninsula Subdivision.

 Full Service (MSSM-FS) (S-Line)—All long distance, interstate corridor, and Northeast 

Regional (Virginia) passenger trains moving north-south through Richmond route 

through Staples Mill Road Station to the west side of Main Street Station and then to 

Centralia using the CSXT S-Line; Northeast Regional (Virginia) service to Newport News 

continues from the east side of Main Street Station on the Peninsula Subdivision. 

 Shared Service (A-line and S-Line) - All long distance, interstate corridor, and Northeast 

Regional (Virginia) passenger trains moving north-south through Richmond route 

through Staples Mill Road Station either (a) to the west side of Main Street Station and 

then to Centralia using the CSXT S-Line, or (b) to Centralia using the CSXT A-Line; 

Northeast Regional (Virginia) service to Newport News continues from the east side of 

Main Street Station on the Peninsula Subdivision. 

The evaluation included the option of a new station at Broad Street or at Boulevard to provide 

Richmond with a single unified station that would replace both Main Street and Staples Mill Road 

Stations. Neither Broad Street nor Boulevard station locations are considered in conjunction with 

either Main Street or Staples Mill Road stations—the relatively close proximity of the stations 

precludes operating them in tandem (see Chapter 8). 

Table 6-59 shows the rail infrastructure required for each of the station location alignment 

options. Design engineering concepts developed for each infrastructure requirement were 

reviewed for compatibility with passenger and freight rail operations, and developed into a set 

of rail alignments. GIS impact areas for these options were used by DRPT for screening the new 

rail alignments following the Stage I, II, and III evaluation process described for the Northern 

Virginia and Central Virginia areas. 
D.C. to Richmond Southeast High Speed Rail 6-91 Alte

TABLE 6-59: RAIL INFRASTRUCTURE IMPROVEMENTS REQUIRED FOR RICHMOND AREA STATION OPTIO

CONSIDERATIONS 

Rail Infrastructure Improvement 

Staples Mill Station 

Only (SMSO) 

Boulevard Station 

Only (A-Line) (BVSO) 

Boulevard Station 

Only (S-Line) (BSOS 

Broad Street Station 

Only (BSSO) 

Main Street Station 

Only (MSSO) 

Main St and Staples 

Mill Stations [Split 

Service] (SSM-SS) 

(a) A single- or double-track bypass on the east side of Acca Yard in order to separate passenger movements from freight. (Without a Staples Mill Road stop, passenger trains do not have to cross all main tracks to reach a station on the west side.) 

No Yes Yes Yes Yes No 

(b1) Three interoperable tracks between Main Street and South Acca with universal crossovers at each location to allow passenger trains to meet/pass, while providing capacity for stopped CSXT unit coal, grain, and sulfur trains to cut off helpers, change direction, or run locomotives around train; OR (b2) Two fully interoperable tracks between Main Street and South Acca with universal crossovers at each location to allow for unimpeded passenger and freight operations, plus new freight connector bridge in lieu of separate freight and passenger tracks between Main Street and Acca Yard, e.g. build a James River bridge that will enable eastbound coal, sulfur, and grain loads to head southward on the Bellwood Sub (SLine) to reach the Hopewell Sub or the North End Sub (A-Line) at Centralia. 

No No Yes No Yes No 

(c) A new layover/servicing facility west of the Bellwood Sub near Brown Street Yard, and construction of a wye at Hospital Street for turning trains. (No tail track needed for wye on BBRR leg.) Brown Street Yard is required for Main Street Station options due to all four tracks through the station being both elevated and mainline tracks. Elevated mainline tracks prevent the use of one of the tracks for overnight service and storage of the proposed service originating in Richmond, thus the need for Brown Street Yard. Both Broad Street and Boulevard Stations are completely served by at-grade tracks. None 

No No No No Yes Yes 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-92 Alte

TABLE 6-59: RAIL INFRASTRUCTURE IMPROVEMENTS REQUIRED FOR RICHMOND AREA STATION OPTIO

CONSIDERATIONS 

Rail Infrastructure Improvement 

Staples Mill Station 

Only (SMSO) 

Boulevard Station 

Only (A-Line) (BVSO) 

Boulevard Station 

Only (S-Line) (BSOS 

Broad Street Station 

Only (BSSO) 

Main Street Station 

Only (MSSO) 

Main St and Staples 

Mill Stations [Split 

Service] (SSM-SS) 

of the tracks through these stations are elevated tracks. Therefore, one of the at-grade tracks will serve for overnight service and storage of the proposed service originating in Richmond. (d) Improve track on existing bridge and add a second track across the James River on the Bellwood Sub continuing from Main Street Station to South Yard. (R2R proposed crossing for James River) 

No No Yes No Yes No 

(e)Two fully interoperable tracks between Main Street and South Acca with universal crossovers at each location to allow for unimpeded passenger and freight operations (without new freight connector bridge) 

Yes Yes No Yes No Yes 

(f) One ~12,000-foot staging track at South Yard in order to enable northbound coal trains and grain trains to change crews and receive permission to operate on the BBRR before heading north across the James River and past Main Street Station. (These crew changes currently take place at a location just north of Main Street Station called Bone Dry, which cause long trains to stop on the Bellwood Sub adjacent to Main Street Station, blocking access to a potential platform and the existing James River bridge.) 

No No Yes No Yes No 

(g) Convert Peninsula Sub Track 1 (north side) to bidirectional operation between CP Louisiana Street (MP CA-83.3) and CP Darbytown (MP CA-80.8) for more efficient mainline operation. 

Yes Yes Yes Yes Yes Yes 
RAIL ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-93 Alte

TABLE 6-59: RAIL INFRASTRUCTURE IMPROVEMENTS REQUIRED FOR RICHMOND AREA STATION OPTIO

CONSIDERATIONS 

Rail Infrastructure Improvement 

Staples Mill Station 

Only (SMSO) 

Boulevard Station 

Only (A-Line) (BVSO) 

Boulevard Station 

Only (S-Line) (BSOS 

Broad Street Station 

Only (BSSO) 

Main Street Station 

Only (MSSO) 

Main St and Staples 

Mill Stations [Split 

Service] (SSM-SS) 

(i) Sufficient number of platform tracks to provide station capacity for delay tolerance. Required to hold delayed or out-of-slot trains north or south of the station and/or space for a facility for layover and servicing Richmond originating/terminating trains located close to the station site to minimize backup moves through congested main track and yard areas. 

Yes Yes Yes Yes No Yes 

Source: HDR, 2015. 
D.C. to Richmond Southeast High Speed Rail 6-94 Alternatives Technical Report 

6.7.3.2 Freight Connector Bypass Options 

During project scoping, DRPT’s review of prior studies suggested the potential of constructing a 

freight connector bypass track across the James River as a means to facilitate freight movements 

within the Richmond area, which, in turn would relieve congestion and allow more efficient 

passenger train movements from the Peninsula Subdivision, and between Main Street Station and 

Acca Yard. Current track configuration, elevation and grade changes, and freight rail operations 

(described in Chapter 3) can result in freight trains moving between the Rivanna Subdivision 

(CSXT’s track on the north bank of the James River) to destinations to the south the CSXT northsouth main line, which frequently blocks tracks in the vicinity of Main Street Station. Building a 

new freight connector bypass bridge across the James River is one option to address the constraint 

and facilitate passenger train movements past the west side of Main Street Station on the CSXT 

S-Line. 

The freight connector bypass options would provide for eastbound movements from the Rivanna 

Subdivision to southbound on the Bellwood Subdivision (S-line). Four overall connection options 

(with a total of 10 bridge location options) for connecting the Rivanna Subdivision to the Bellwood 

Subdivision were evaluated (Figure 6-6): 

 Rivanna Subdivision to the Bellwood Subdivision 

 Rivanna Subdivision to the Clopton Lead to the Bellwood Subdivision 

 Rivanna Subdivision to the Norfolk Southern (NS) track along the south bank of the James 

River to the Bellwood Subdivision 

 Peninsula Subdivision (at Fulton Yard) to the Bellwood Subdivision 

Freight connector bypass options between the Rivanna Subdivision and the Bellwood 

Subdivision provide the most direct connection, but they must cross existing bridges before 

changing elevations to get down to the Bellwood Subdivision. Two crossing locations are 

identified to connect to the Bellwood Subdivision: 

 FC1—West connecting along the west side of the existing Bellwood Subdivision track 

across the NS track and US 60 

 FC2—East connecting along the east side of the existing Bellwood Subdivision track 

across the NS track and US 60 

Freight connector bypass options between the Rivanna Subdivision and CSXT’s Clopton Lead 

required a skewed crossing to provide sufficient track length to accommodate changes in track 

elevation. Three freight connectors are identified as: 

 FC3—East between US 1/US 301 and US 60 bridges upriver from the falls at US 60, across 

the NS track, and requiring a tunnel under existing businesses 

 FC5—Centered between VA 161 and US 1/US 301 bridges across Belle Isle and the NS 

track, and requiring a tunnel under existing businesses 

 FC7—West between VA 161 and US 1/US 301 bridges upriver from the falls at Belle Isle, 

across the NS track 

 
James River

City of 

Richmond

Henrico County

Main Street

Station

A 002

CAB 002

SRN 001

AJR 001

S 001

S 002

CAB 000

CA 083

AR 003

AJR 002

AR 001

CA 085

AR 002

AJR 003

CA 084

CAB 003 CAB 001

C:\Users\brward\Desktop\DC2RVA_6-4_RICFreightConnectors_8.5x11_AltTech_BW_new.mxd | Last Updated: 01.18.2016

Legend

Amtrak Station

CSXT Mileposts

DC2RVA Project

Corridor

Freight Connector

Alignment Options

CSXT Right-of-Way

Parcel Boundaries

County/City Boundary

Figure 6-6

Richmond Freight

Connector

Alignment Options

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: 2015 USGS

Topographic Map

0 1,500 3,000

Feet

1 inch = 3,000 feet

@ 8.5 x 11 inches

8

65

4

3

1

2

9

10

7
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-96 Alternatives Technical Report 

Freight connector bypass options between the Rivanna Subdivision on the north side of the James 

River and the NS track on the south side of the river all required a skewed bridge crossing to 

provide sufficient length to accommodate the changes in track elevation north and south of the 

river. Three freight connector bypass options are identified as: 

 FC4—East between US 1/US 301 and US 60 bridges upriver from the falls at US 60 

 FC6—Central between VA 161 and US 1/US 301 bridges upriver from the falls at Belle 

Isle 

 FC8—West between VA 161 and US 1/US 301 bridges downriver from the falls at VA 161 

Freight connector bypass options between the Peninsula Subdivision (Fulton Yard) and the 

Bellwood Subdivision require curves with a relatively high degree of curvature (smaller radii) to 

avoid potential impacts to protected environmental resources and I-95. However, designing the 

freight connector with curves with a lower degree of curvature (larger radii) creates curved 

intersecting bridges across the James River, with greater potential impacts to riverfront parks and 

infrastructure, including requiring two new roadway bridges to carry I-95 over the connecting 

track(s). Two freight connectors are identified to connect to the Bellwood Subdivision using the 

maximum degree of curvature for unit trains (the longest and therefore most constraining) in 

keeping with the purpose of the freight connector bypass concept: 

 FC9—Less direct route connecting from the curve in Fulton Yard across the James River 

where it curves into a NS track and ties into the Bellwood Subdivision just south of the 

James River 

 FC10—Direct route connecting from the curve in Fulton Yard under the curve in I-95 to 

the Bellwood Subdivision where the widest separation exists between I-95 and the 

Bellwood Subdivision 

Table 6-60 summarizes the results of the Stage I Screening of the freight connector Bypass options. 

FC1 and FC10 are advanced to Stage II Screening because they had the least impacts to historic 

resources and parks of the various options. 

TABLE 6-60: STAGE I SCREENING SUMMARY OF RICHMOND AREA FREIGHT CONNECTOR 

BYPASS OPTIONS 

Resource Area of Impact in Acres 

FC 1 FC 2 FC 3 FC 4 FC 5 FC 6 FC 7 FC 8 FC 9 FC 10 

Historic Resources 0.61 2.26 10.66 2.13 12.50 3.41 7.43 2.53 2.62 1.62 

Military Installations 0 0 0 0 0 0 0 0 0 0 

Parks & Public 

Recreation Areas 0 1.02 1.65 0.85 2.86 2.68 3.68 7.97 10.00 0 

Wildlife Refuges 0 0 0 0 0 0 0 0 0 0 

Retain for further 

screening Yes No No No No No No No No Yes 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-97 Alternatives Technical Report 

Table 6-61 summarizes the results of the Stage II Screening of the freight connector bypass 

options. FC 10 is dismissed due to higher impacts to wetlands and urban/developed land. FC 1 

is advanced for further evaluation and screening as part of rail infrastructure options that 

identified a need for addressing track congestion issues around Main Street Station. 

TABLE 6-61: STAGE II SCREENING SUMMARY OF RICHMOND AREA FREIGHT CONNECTOR 

BYPASS OPTIONS

Resource Area of Impact in Acres*

FC 1 FC 2 FC 3 FC 4 FC 5 FC 6 FC 7 FC 8 FC 9 FC 10 

Cemeteries 0 0 0 0 0 0 0 0 0 0 

VOF Easements 0 0 0 0 0 0 0 0 0 0 

Conservation Lands 0 0 1.23 0.77 1.91 1.38 1.89 2.04 0 0 

Natural Heritage 0 0 2.39 2.66 2.12 2.79 1.34 0 0 0 

Hazmat: Superfund/ 

CERCLIS/NPL 0 0 0 0 0 0 0 0 0 0 

Wetlands 8.10 9.37 7.64 6.53 7.05 8.64 9.17 14.78 16.96 11.49 

Wetland Mitigation Banks 0 0 0 0 0 0 0 0 0 0 

Potential Land Acquisition: 

Urban/Developed 1.73 2.44 9.46 2.90 7.44 1.50 9.00 3.04 3.88 1.92 

Potential Land Acquisition: 

Agricultural 0 0.02 0 0 0 0 0 0 0 0 

Agricultural and Forestal 

Districts 0 0 0 0 0 0 0 0 0 0 

Retain for further screening Yes No No No No No No No No No 

Table Notes: *Gray shaded columns represent alignment options eliminated in Stage 1 Screening for the Segment. 

6.7.3.3 Rail Infrastructure Alternatives by Station Location 

The station location options identified in Section 6.7.3.1 were modified to include the freight 

connector bypass option identified in Section 6.7.3.2 for those station configurations that rely on 

the use of the CSXT S-Line. An alignment option in lieu of the freight connector bypass was also 

evaluated. The alignment option in lieu of the freight connector bypass adds another track north 

of Main Street Station between AM Junction and Acca Yard, combined with upgrading the 

existing tracks and adding crossovers. This alignment option mitigates the track congestion 

caused by current freight movements. Station location rail improvement options that include the 

freight connector bypass have one less track north of Main Street Station to Acca Yard than those 

options that do not have a freight connector bypass but have included the additional track 

between AM Junction and Acca Yard. 

This resulted in the following station location options (Figures for these options can be referenced 

in Section 5.3.4.3): 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-98 Alternatives Technical Report 

Single Station Options

 Staples Mill Road Station Only (A-Line and Peninsula Subdivision) 

 Boulevard Station Only (A-Line and Peninsula Subdivision) 

 Boulevard Station Only (S-Line) 

 Broad Street Station Only (A-Line and Peninsula Subdivision) 

 Main Street Station Only 

– S-Line and Peninsula Subdivision 

– S-Line and Peninsula Subdivision + Freight Connector Bypass 

Two-Station Options 

 Main Street and Staples Mill Road Combined 

– Split Service—A-Line and Peninsula Subdivision 

– Full Service—S-Line and Peninsula Subdivision 

– Full Service—S-Line and Peninsula Subdivision + Freight Connector Bypass 

– Shared Service—S-Line, A-Line and Peninsula Subdivision 

– Shared Service—S-Line, A-Line and Peninsula Subdivision + Freight Connector 

Bypass 

The following describes the track infrastructure required to meet passenger and freight 

operational service requirements for each station option. 

Staples Mill Road Station Only (SMSO) 

All passenger trains stop at Staples Mill Road Station only and discontinue service to or bypass 

Main Street Station. Passenger service to/from Newport News would bypass Main Street Station 

and continue to use the current route through Acca Yard to Staples Mill Road Station. Passenger 

service from points south would continue to use the CSXT A-Line, and any passenger trains 

originating in Richmond would serve Staples Mill Road Station only. Rail infrastructure 

improvements include: 

 Adding a third main track from the north (RF&P Subdivision) to Acca Yard 

 Modifying Staples Mill Road Station to provide one low level island boarding platform 

and one high-level island platform 

 Improving the existing two main tracks from Acca Yard to AM Junction 

 Adding a second main track on the existing elevated rail structure on the east side of Main 

Street Station from AM Junction to Rivanna Junction 

 Adding a third main track on the CSXT A-Line from Meadows (south of the James River) 

to Centralia 

 Closing Main Street Station 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-99 Alternatives Technical Report 

Boulevard Station Only (BVSO A-Line) 

A new Boulevard Station is located east of Acca Yard and north of the tracks crossing underneath 

Boulevard Road. Passenger trains (with the exception of the Auto Train) traveling to/from the 

CSXT track north of Acca Yard are routed on a new bypass track east around Acca Yard to the 

new station, and then onto an elevated loop track to take trains over the CSXT S-Line and back to 

the A-Line. All passenger trains stop at a new Boulevard Station only and discontinue service to 

or bypass Main Street and Staples Mill Road Stations. Passenger service to/from Newport News 

would pass by Main Street Station without stopping and relocate service to a new Boulevard 

Station. Any passenger trains originating in Richmond would also serve Boulevard Station. The 

Auto Train, which does not stop in Richmond, would bypass Acca Yard on the west and proceed 

onto the A-Line without passing the station. Rail infrastructure improvements include: 

 Adding a third mainline track from the north (RF&P Subdivision) to Acca Yard 

 Adding a two-track bypass on the east side of Acca Yard 

 Adding a two-track Boulevard Station rail network with elevated loop tracks for turning 

trains with one low-level island platform and one high-level island platform 

 Improving the two main tracks from Boulevard Station to AM Junction 

 Adding a second main track on the existing elevated rail structure on the east side of Main 

Street Station from AM Junction to Rivanna Junction 

 A third main track on the CSXT A-Line from Meadows (south of the James River) to 

Centralia. 

 Closing Staples Mill Road Station 

 Closing Main Street Station 

Boulevard Station Only with Freight Connector (BVSO S-Line Freight) 

All passenger trains would stop at a Boulevard Station only option. The CSXT S-Line would serve 

as the primary north/south passenger route. Infrastructure improvements are the same as for 

BVSO S-line, with a new freight connector bridge allowing freight trains from the west to directly 

travel south across the James River in lieu of adding a third track from Acca Yard to AM Junction. 

Boulevard Station Only (BVSO S-Line) 

A new Boulevard Station is located east of Acca Yard and north of the tracks crossing underneath 

Boulevard. All passenger trains stop at a new Boulevard Station only and discontinue service to 

or bypass Main Street and Staples Mill Road Stations. Passenger service to/from Newport News 

would bypass Main Street Station and relocate service to a new Boulevard Station. Passenger 

service from points south would use the CSXT S-Line and bypass Main Street Station and 

continue to Boulevard Station. Any passenger trains originating in Richmond would also serve 

Boulevard Station. Rail infrastructure improvements include: 

 Adding a third mainline track from the north (RF&P Subdivision) to Acca Yard 

 Adding a two-track bypass on the east side of Acca Yard 

 Adding a new Boulevard Station adjacent to the mainline tracks with one low-level island 

platform and one high-level island platform 

 Adding a third main track from Acca Yard to AM Junction 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-100 Alternatives Technical Report 

 Adding a new wye track near Hospital Street to turn passenger trains 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction with the west track 

extended to the Triple Rail Crossing 

 Adding a new single track rail bridge on the CSXT S-Line across the James River 

 Adding a second main track on the CSXT S-Line from the James River to Centralia 

 Adding a new 12,000-foot staging track extending south from the South Yard. 

Broad Street Station Only (BSSO) 

A new Broad Street Station is located adjacent to the existing Science Museum of Virginia (old 

Broad Street Rail Station), which requires an at-grade rail loop to turn trains. All passenger trains 

stop at a new Broad Street Station only and discontinue service to or bypass Main Street and 

Staples Mill Road Stations. Passenger service to/from Newport News would bypass Main Street 

Station and relocate service to a new Broad Street Station. Passenger service from points south 

would continue to use the CSXT A-Line to Broad Street Station. Any passenger trains originating 

in Richmond would also serve Broad Street Station. Rail infrastructure improvements include: 

 Adding a third mainline track from the north (RF&P Subdivision) to Acca Yard 

 Adding a two-track bypass on the east side of Acca Yard 

 Adding a three track Broad Street Station rail network with loop tracks for turning trains 

with one island platform and one side platform, all platforms with level boarding 

 Improving the two mainline tracks from the vicinity of Broad Street Station to AM 

Junction 

 Adding a second mainline track on the existing elevated rail structure on the east side of 

Main Street Station from AM Junction to Rivanna Junction 

 Adding a third mainline track on the CSXT A-Line from Meadows (south of the James 

River) to Centralia. 

 Closing Staples Mill Road Station 

 Closing Main Street Station 

Main Street Station Only (MSSO) 

All passenger trains stop at Main Street Station only and discontinue service to Staples Mill Road 

Station. Passenger service to/from Newport News would continue to use the east side platform 

at Main Street Station, and any passenger trains originating in Richmond would also stop at Main 

Street Station. Passenger service from points south would use the CSXT S-Line and serve Main 

Street Station (west side platform) as the primary north/south passenger route before rejoining 

the CSXT A-Line at Acca Yard, and discontinue service to and bypass Staples Mill Road Station. 

Rail infrastructure improvements in the Richmond area include: 

 Adding a third main track from the north (RF&P Subdivision) to Acca Yard 

 Adding a two-track bypass on the east side of Acca Yard 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-101 Alternatives Technical Report 

 Adding a third main track from Acca Yard to AM Junction 

 Adding a new wye track near Hospital Street to turn passenger trains 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks 

 Adding two low level side platforms on the west side and an additional low level side 

platform on the east side of Main Street Station 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new single track rail bridge on the CSXT S-Line across the James River from the 

Triple Rail Crossing 

 Adding a second main track on the CSXT S-Line from the James River to Centralia 

 Adding a new 12,000-foot staging track extending south from the South Yard 

 Closing Staples Mill Road Station 

Main Street Station Only with Freight Connector (MSSO-Freight) 

This set of infrastructure improvements is the same as those for Main Street Station Only, with a 

new freight connector bridge allowing freight trains from the west to travel directly south across 

the James River in lieu of adding a third track from Acca Yard to AM Junction. 

Main Street and Staples Mill Road Stations—Split Service (MSS-SMS-SS) 

Passenger trains from Newport News, and any new passenger trains originating in Richmond, 

would stop at Main Street Station. These trains and all passenger service from points south would 

also serve Staples Mill Road Station. Passenger service from points south would continue to use 

the CSXT A-Line as the primary north/south passenger route. Rail infrastructure improvements 

include: 

 Adding a third mainline track from the north (RF&P Subdivision) to Acca Yard 

 Modifying Staples Mill Road Station to provide one low level island platform and one 

high-level island platform 

 Improving the two mainline tracks from Acca Yard to AM Junction 

 Adding a new wye near Hospital Street to turn passenger trains 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks 

 Adding a second low level side platform on the east side of Main Street station 

 Adding a second main track on the existing elevated rail structure on the east side of Main 

Street Station from AM Junction to Rivanna Junction 

 Adding a third mainline track on the CSXT A-Line from Meadows (south of the James 

River) to Centralia. 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-102 Alternatives Technical Report 

Main Street and Staples Mill Road Stations—Full Service (MSS-SMS-FS) 

All passenger trains stop at both Main Street and Staples Mill Road Stations. Passenger service 

to/from Newport News would continue to use the east side platform at Main Street Station, and 

any passenger trains originating in Richmond would also stop at Main Street Station. Passenger 

service from points south would use the CSXT S-Line and serve Main Street Station (west side 

platform) as the primary north/south passenger route before rejoining the CSXT A-Line at Acca 

Yard. Rail infrastructure improvements include: 

 Adding a third main track from the north (RF&P Subdivision) to Acca Yard 

 Modifying Staples Mill Road Station to relocate boarding platforms to the east side of the 

existing main with one low level island platform and one high-level island platform 

 Adding a two-track bypass on the east side of Acca Yard 

 Adding a third main track from Acca Yard to AM Junction 

 Adding a new wye track near Hospital Street to turn passenger trains 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks 

 Adding two low level side platforms on the west side and an additional low level side 

platform on the east side of Main Street Station 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new single track rail bridge on the CSXT S-Line across the James River 

 Adding a second main track on the CSXT S-Line from the James River to Centralia 

 Adding a new 12,000-foot staging track extending south from the South Yard 

Main Street and Staples Mill Stations—Full Service with Freight Connector (MSS-SMSFS-Freight) 

All passenger trains stop at both stations with the CSXT S-Line serving as the primary 

north/south passenger route. Infrastructure improvements are the same as for MSS-SMS-FS, with 

a new freight connector bridge allowing freight trains from the west to travel directly south across 

the James River in lieu of adding a third track from Acca Yard to AM Junction. 

Main Street and Staples Mill Road Stations—Shared Service 

Passenger trains traveling north-south through Richmond would serve one or both of the stations, 

with the service levels to be determined based on ridership demand and operational capacity. 

Passenger service to/from Newport News would continue to use the east side platform at Main 

Street Station, and any passenger trains originating in Richmond would also stop at Main Street 

Station. Passenger service from points south would use either the CSXT S-Line and serve Main 

Street Station (west side platform), then continue on to serve the Staples Mill Road Station - or 

continue to use the existing CSXT A-Line and serve Staples Mill Road Station only. Rail 

infrastructure improvements include: 

 Adding a third main track from the north (RF&P Subdivision) to Acca Yard
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-103 Alternatives Technical Report 

 Modifying to Staples Mill Road Station to add boarding platforms to the east side of the 

existing main tracks with one low level island platform and one high-level island platform 

 Adding a two-track bypass on the east side of Acca Yard 

 Adding a third main track from Acca Yard to AM Junction 

 Adding a new wye track near Hospital Street to turn passenger trains 

 Adding new passenger layover/servicing facility near Brown Street Yard with three 

tracks 

 Adding two low level side platforms on the west side and an additional low level side 

platform on the east side of Main Street Station 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new single track rail bridge on the CSXT S-Line across the James River 

 Adding a second main track on the CSXT S-Line from the James River to Centralia 

 Adding a new 12,000-foot staging track extending south from the South Yard 

6.7.3.4 Richmond Area Rail Infrastructure Options—Screening Results 

Table 6-2 shows Stage I Screening results for the Richmond, VA station location rail options. All 

of the station-based alignments have some impacts to historic resources; station alignments using 

the A-line had less historic impacts than those using the S-line. Station configurations using the 

CSXT S-Line all had similar levels of potential impacts to historical resources; options with the 

freight connector bypass all show greater potential impacts to historical resources than the same 

station locations without the freight connector. The freight connector park impacts are based on 

the extension of the freight connector on an elevated structure over existing park land on the 

south bank of the James River. Because the elevated structure would not preclude use of the park, 

and because the Richmond to Raleigh Tier II Final EIS11 accepted similar potential impacts to 

historical resources associated with use of the CSXT S-Line between Main Street Station and 

Centralia, all of the Richmond alignment options were advanced forward to Stage II Screening 

(Table 6-63). The results from the Stage III Screening of Richmond station alignment options are 

in Table 6-64. Adding FC 1 to the Main Street Station Only and the Main Street and Staples Mill 

Stations Full Service option would add an impact to the James River floodwall on the south bank 

of the river. However, this was known and considered acceptable in the development of the 

freight connector options. Therefore, the addition of FC 1 to these options did not affect the Stage 

III Screening results. The operational capacity provided with the South Yard staging track 

sufficiently addresses the capacity constraint at Main Street, allowing for the elimination of the 

freight connector. 

 

11 For more information on the Richmond to Raleigh project, see https://www.fra.dot.gov/Page/P0482. 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-104 Alternatives Technical Report 

TABLE 6-62: STAGE I SCREENING RESULTS—RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS

Resource Area of Impact (Acres) Staples Mill Station Only Boulevard Station only

A-Line 

Boulevard Station only

S-Line Boulevard Station only S-Line with FCBroad St. Station only ALine Main Street Station Only

Main Street Station Onlywith FC Main St. and Staples Mill Split Service Main St and Staples Mill Full Service Main St. and Staples Mill Full Service with FC Main St. and Staples Mill Shared Service 

Historic 

Resources 0.91 2.59 4.66 5.27 3.88 4.19 4.80 0.89 4.19 4.80 4.19 

Military 

Installations 0 0 0 0 0 0 0 0 0 0 0 

Parks & Public 

Recreation 

Areas 

0.01 0.01 0 0 0 0.28 0.28 0.01 0.28 0.28 0.28 

Wildlife 

Refuges 0 0 0 0 0 0 0 0 0 0 0 

Retain for 

further 

screening 

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

A summary of the Stage II Screening results for the Richmond, VA station location rail options is 

in Table 6-63. All station location alignment options were carried forward from Stage I and are 

screened in Stage II. The options using the Freight Connector show higher wetland impacts due 

to the track alignment being along and over the James River. In addition, due to the higher 

wetland impacts combined with higher historic resource impacts from the Stage I evaluation, plus 

the existence of an alternative alignment that meets the rail operation needs without building a 

new freight connector bypass across the James River, the options with a freight connector were 

eliminated by DRPT from further consideration. The remaining alignments were carried forward 

for further evaluation in Stage III (see Tables 6-62- through 6-66). 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-105 Alternatives Technical Report 

TABLE 6-63: STAGE II SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS 

Criteria 

Staples Mill Road Station OnlyBoulevard Station Only (A-Line) Boulevard Station Only

(S-Line) Broad Street Station Only (A-Line) 

Main Street Station Only

Main Street Station Only with FC Main Street & Staples Mill Road Stations  Split Service 

Main Street & Staples 

Mill Rd Stations Full Service Main Street & Staples Mill Rd Stations Full Service with FC Main Street & Staples Mill Rd Stations Shared Service 

Cemeteries 0 0 0 0 0 0 0 0 0 0 

VOF Easements 0 0 0 0 0 0 0 0 0 0 

Conservation Lands 0 0 0 0 0 0 0 0 0 0 

Natural Heritage 0 0 0 0 0 0 0 0 0 0 

Hazmat: 

Superfund/CERCLIS/ 

NPL 

0 0 0 0 0 0 0 0 0 0 

Wetlands 17.25 20.82 36.07 22.82 36.50 44.6 28.20 37.00 45.1 37.00 

Wetland Mitigation 

Banks 0 0 0 0 0 0 0 0 0 0 

Potential Land 

Acquisition: 

Urban/Developed and 

Agricultural 

4.08 9.03 9.67 12.62 6.12 7.85 6.38 11.51 13.24 11.51 

Agricultural and 

Forestal Districts 0 0 0 0 0 0 0 0 0 0 

Retain for further 

screening Yes Yes Yes Yes Yes No Yes Yes No Yes 

 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-106 Alternatives Technical Report 

TABLE 6-64: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS — SEGMENT 15: GREENDALE TO SAY/WAY

Infrastructure Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only 

(A-Line)

Boulevard Station Only 

(S-Line)Broad Street Station Only (

A-Line) 

Main Street Station Only

Main Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Highway Overpasses 

East Parham Road CFP 

5.94        

Hilliard Road (Route 356) CFP 

4.45        

Dumbarton Road CFP 

3.71 ◒ ◒ ◒ ◒ ◒ ◒ ◒ ◒

Interstate 64 Westbound CFP 

3.16        

Interstate 64 Eastbound CFP 

3.16        

Interstate 195 (NB and SB) CFP 

1.84        

Westwood Avenue/Saunders 

Avenue (Route 197) 

CFP 

1.71        

Railroad Bridge Over Water 

Rocky Branch, culvert CFP 

5.27        

Upham Brook, pipe crossing CFP 

3.36        

Jordan's Branch, culvert CFP 

2.62        

Other Railroad Bridges (n/a) 

At-Grade Crossings 

Hermitage Road CFP 

5.45        

Retain for further screening ----        

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

  = No Major Constraints 

 ◒ = Minor Improvements needed to allow for future consideration 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-107 Alternatives Technical Report 

TABLE 6-65: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS — SEGMENT 16: SAY/WAY TO AM JUNCTION

Infrastructure Constraints 

Mile Post Staples Mill Station Only Boulevard Station Only

(A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) 

Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Highway Overpasses 

North Boulevard (Route 161) CFP 

0.01  ◒  ◒    

Interstate 95/64 SRN 

2.91        

North Lombardy Street SRN 

2.82   ◒  ◒  ◒ ◒

Belvidere Street/Chamberlayne 

Avenue (Route 1) SB 

SRN 

2.21        

Belvidere Street/Chamberlayne 

Avenue (Route 1) NB 

SRN 

2.21        

Chamberlayne Parkway SRN 

2.18        

North 1st Street SRN 

1.59        

North 5th Street SRN 

1.33        

Interstate 64 WB SRN 

1.28        

Interstate 64 EB SRN 

1.28        

Railroad Bridge Over Water 

James River Bridge S 0.19        

Other Railroad Bridges 

Triple Crossing S 0.18        

At-Grade Crossings 

Hermitage Road 

SRN 

3.45        

W. Leigh Street New    ◒    
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-108 Alternatives Technical Report 

TABLE 6-65: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS — SEGMENT 16: SAY/WAY TO AM JUNCTION

Infrastructure Constraints 

Mile Post Staples Mill Station Only Boulevard Station Only

(A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) 

Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Dinneen Street (closed crossing) 

SRN 

3.07        

Brook Road 

SRN 

2.30        

St. James Street 

SRN 

1.69        

North 2nd Street/Valley Road 

SRN 

1.55        

Hospital Street/North 7th Street 

SRN 

1.23        

Retain for further screening ----        

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

◒ = Minor Improvements needed to allow for future consideration. n/a= not applicable 

TABLE 6-66: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 17: AM JUNCTION TO CENTRALIA — S-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

Highway Overpasses 

East Leigh Street (Route 

33) 

SRN 0.56        

Interstate 95 NB ramp to 

Route 360 SB 

SRN 0.43 

       

Interstate 95 NB and SB SRN 0.00        

Interstate 95 SB ramp to 

VA 195 

S 0.13        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-109 Alternatives Technical Report 

TABLE 6-66: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 17: AM JUNCTION TO CENTRALIA — S-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

VA 195 (Downtown 

Expressway) EB ramp to 

Interstate 95 NB 

S 0.14 

       

VA 195 (Downtown 

Expressway) EB ramp to 

Interstate 95 SB and I-95 

NB to VA 195WB 

S 0.16 

       

CSXT tracks S 0.18        

Interstate 95 on/off ramps 

to Maury Street 

S 0.97 

       

Cogbill Road S 5.96        

Chippenham Parkway 

(Route 150) 

S 6.43        

Elliham Avenue S 7.83        

Jefferson Davis Highway 

(Route 1/301) 

S 8.82 

       

Route 288 NB S 10.59        

Route 288 SB S 10.60        

Railroad Bridge Over Water 

Richmond City Canal, 300 

ft. single track bridge 

S 0.17 

       

James River (includes Mayo 

Island), 1900 ft. single track 

bridge 

S 0.28 

       

Broad Rock Creek, pipe 

crossing 

S 3.50        

Goode Creek, culvert S 3.88        

Grindall Creek, culvert S 6.58        

Falling Creek, twin 220 ft. 

single track bridges 

S 6.86 

       

Unnamed Creek, pipe 

crossing 

S 7.44        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-110 Alternatives Technical Report 

TABLE 6-66: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 17: AM JUNCTION TO CENTRALIA — S-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

Kingsland Creek, culvert S 8.98        

Proctors Creek, culvert S 10.56        

Other Railroad Bridges 

Mainline on elevated 

viaduct two tracks wide 

SRN 0.45 

- S 0.19        

East Marshall Street SRN 0.30        

East Broad Street SRN 0.23        

East Main Street SRN 0.00        

East Cary Street S 0.07        

Dock Street S 0.15        

Norfolk Southern tracks S 0.18        

East Byrd Street S 0.19        

ACOE James River 

floodwall (northbank) 

S 0.19 

  ◒  ◒  ◒ ◒

ACOE James River 

floodwall (southbank) 

S 0.56 

  ◒  ◒  ◒ ◒

Unnamed industrial access 

road 

S 1.27        

Pedestrian underpass at 

DuPont 

S 5.85        

Marina Drive S 6.87        

At-Grade Crossings 

Maury Street S 0.77        

Private Crossing (4th Street 

Expansion) 

S 1.19 

       

Goodes Street S 1.66        

Private Crossing (Federal 

Paper) 

 S 2.38        

Commerce Road S 2.99        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-111 Alternatives Technical Report 

TABLE 6-66: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 17: AM JUNCTION TO CENTRALIA — S-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

Ruffin Road S 3.95        

Bells Road (Route 161) S 4.43        

Dale Avenue S 4. 97        

Private Crossing (Texaco 

Road) 

S 6.35        

Private Crossing (Station 

Road) 

S 6.70        

Kingsland Road (Route 611) S 9.16        

Brinkley Road (Route 1622) S 9.83        

Old Lane (Route 637) S 10.74        

Retain for further screening ----        

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

  = No Major Constraints 

 ◒ = Minor Improvements needed to allow for future consideration. n/a= not applicable 

TABLE 6-67: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 18: WAY TO CENTRALIA — A-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Highway Overpasses 

Interstate 195 NB ARN 

3.18        

West Broad Street (Route 

33) 

ARN 

3.02        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-112 Alternatives Technical Report 

TABLE 6-67: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 18: WAY TO CENTRALIA — A-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Monument Avenue ARN 

2.77        

Patterson Avenue (Route 6) ARN 

2.50        

Grove Avenue ARN 

2.18        

West Cary Street (Route 

147) 

ARN 

1.93        

I-195 southbound ramp to 

eastbound Downtown 

Expressway (VA Route 195) 

 ARN 

1.78        

Douglasdale Road ARN 

1.22        

Forest Hill Avenue (Route 

683) 

 A 0.30        

Midlothian Turnpike (Route 

60) 

A 1.55 

◒ ◒  ◒  ◒  

Hull Street Road (Route 360) A 2.42        

Hopkins Road (Route 637) A 3.71        

Warwick Road A 4.63        

Castlewood Road A 5.85        

Chippenham Parkway (Route 

150) NB 

A 6.85 

◒ ◒  ◒  ◒  

Chippenham Parkway (Route 

150) SB 

A 6.85 

◒ ◒  ◒  ◒  

South Beulah road/Dundas 

Road 

A 7.12        

Route 288 NB A 10.35 ◒ ◒  ◒  ◒  

Route 288 SB A 10.37 ◒ ◒  ◒  ◒  
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-113 Alternatives Technical Report 

TABLE 6-67: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 18: WAY TO CENTRALIA — A-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Railroad Bridge Over Water 

East Branch Tuckahoe 

Creek/CSX Tracks/James 

River, 2150 ft. double track 

bridge 

ARN 

0.66        

Reedy Creek, culvert over 

concrete lined channel 

A 1.37        

Grindall Creek, pipe crossing A 5.04        

Falling Creek, 325 ft. double 

track bridge. Cogbill Road 

crosses under bridge at north 

end 

A 6.37 

       

Unnamed Creek, pipe 

crossing 

A 6.54        

Kingsland Creek, twin 80 ft. 

single track bridges 

A 9.11 

       

Proctors Creek, culvert A 10.54        

Other Railroad Bridges 

Route 146 SB ARN 

1.08        

Powhite Parkway NB (Route 

76) 

ARN 

1.02        

Jahnke Road (Route 686) A 0.68        

Bassett Avenue A 1.00        

Broad Rock Boulevard NB/SB 

(Route 10) 

A 3.08 

       

Terminal Avenue A 3.87        

Walmsley Boulevard (Route 

647) 

A 5.52        

Kingsland Road (Route 611) A 9.38        

Thurston Road (Route 1452) A 10.01        

Old Lane (Route 637) A 10.74        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-114 Alternatives Technical Report 

TABLE 6-67: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 18: WAY TO CENTRALIA — A-LINE 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full 

ServiceMain Street & Staples Mill Rd Shared Service 

Retain for further screening ----        

Table Notes:  = Major constraints requiring rebuild of existing infrastructure 

 = No Major Constraints 

 ◒= Minor Improvements needed to allow for future consideration 

TABLE 6-68: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 19: RIVANNA JUNCTION TO BEULAH — PENINSULA 

SUB 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

Highway Overpasses 

East Leigh Street (Route 33) CA 85.21        

Interstate 95 NB ramp to 

Route 360 SB 

CA 85.12 

       

South Laburnum Avenue CA 79.24        

Airport Drive CA 78.72        

Railroad Bridge Over Water 

Gillie Creek, tracks on viaduct 

over creek 

CA 83.54 

       

Cornelius Creek, pipe crossing CA 79.51        

Other Railroad Bridges 

Mainline on elevated viaduct 

two tracks wide 

CA 85.0 - 

CA 83.90        

East Marshall Street CA 84.99        

East Broad Street CA 84.91        
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-115 Alternatives Technical Report 

TABLE 6-68: STAGE III SCREENING RESULTS — RICHMOND AREA STATION RAIL 

INFRASTRUCTURE OPTIONS: SEGMENT 19: RIVANNA JUNCTION TO BEULAH — PENINSULA 

SUB 

Infrastructure 

Constraints 

Mile Post Staples Mill Station Only

Boulevard Station Only (A-Line) Boulevard Station Only (S-Line) Broad Street Station Only (A-Line) Main Street Station OnlyMain Street & Staples Mill Rd Split Service Main Street & Staples Mill Rd Stations Full Service Main Street & Staples Mill Rd Shared Service 

East Main Street CA 84.70        

East Cary Street CA 84.61        

Dock Street/ South 18th Street CA 84.55        

Norfolk Southern Tracks CA 84.05        

Dock Street/ Pear Street CA 84.00        

Mainline on elevated viaduct 

two tracks wide with two 

active tracks 

CA 83.90 

- CA 

83.40 

       

East Main Street (Route 5) CA 83.85        

Peebles Street CA 83.78        

Nicholson Street CA 83.43        

Private Road CA 83.36        

Private Road CA 83.28        

Orleans Street CA 83.23        

New Osborne Turnpike CA 82.30        

Darbytown Road CA 80.97        

At-Grade Crossings 

Brown Street CA 85.14        

Miller Road CA 78.99        

Charles City Road CA 78.40        

Beulah Road CA 76.87        

Retain for further screening ----        

Table Notes:  = No Major Constraints 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-116 Alternatives Technical Report 

TABLE 6-69: STAGE IV SCREENING OF RICHMOND, VIRGINIA BY STATION LOCATION 

(SUMMARY OF STAGES I, II, AND III) 

Station Location Options Stage I 

Screening 

Stage II 

Screening 

Stage III 

Screening 

Summary 

Staples Mill Road Station Only    

Boulevard Station Only (A-Line)    

Boulevard Station Only (S-Line)    

Broad Street Station Only    

Main Street Station Only    

Main Street & Staples Mill Rd Stations—Split 

Service (A-line)    

Main Street & Staples Mill Rd Stations—Full 

Service (S-line)    

Main Street & Staples Mill Rd Stations—Shared 

Service (A-line and S-line)    

Table Notes:  = No Major Constraints 

6.7.3.5 Rail Operations Review 

The rail alignment options for Richmond were evaluated for potential improvements to 

passenger train operations on the corridor by comparing track design speed, likely train operation 

speed, and the need for efficient train operations and fuel use. Tables 6-65 and 6-66 present the 

estimated Pure Running Times between Greendale and Centralia for the four Richmond single 

station options modeled and the seven two-station options modeled. Estimates are calculated for 

a proposed 10-car passenger train operating in both the northbound and southbound direction. 

Running times are measured in minutes and seconds (00:00). 

The estimated run times represent pure passenger train trip time only, and are not actual schedule 

times. The estimated run times do not include station dwell and recovery time, nor do they 

necessarily reflect contractual on-time performance agreements between the operator, owner, 

and host railroads at present or agreements that might exist in the future. Additionally, the 

estimated run times do not reflect the co-mingled operating characteristics of sharing 

infrastructure with freight traffic. 

Single Station Options 

Table 6-69 shows the estimated Pure Running Time between Greendale and Centralia for the four 

Richmond single station options. This table also shows the additional time required for passenger 

trains using a station option other than the Staples Mill Road Station Only option via the CSXT 

A-Line. The Staples Mill Road Only running time appears in Table 6-69 in minutes and seconds 

(00:00), and is used as a baseline for time comparison with the other options. 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-117 Alternatives Technical Report 

A review of train operations and the estimates of running times for the single station options 

presented in Table 6-69 indicate the following12: 

 The Staples Mill Road Station Only option using the CSXT A-Line offers the fastest 

running time, but the station location is the greatest distance from the city center. 

 Station options for passenger trains using the CSXT S-Line, and making one Richmond 

stop at either Main Street Station or Boulevard Station are next fastest and are 

approximately 2 minutes slower than the Staples Mill Road Only option, and provide a 

station location in or near the city center. 

 Station options for passenger trains using the CSXT A-Line and a loop station track to 

reach Boulevard Station or Broad Street Station are the slowest options and are over 3 and 

5 minutes slower, respectively, than operating via the CSXT A-Line directly to Staples Mill 

Road Station only. Both Boulevard and Broad Street station locations are near the city 

center. 

 Running time estimates for the Broad Street Station option via the West Acca bypass do 

not take into account potential passenger/freight train conflicts at the AY interlocking. 

TABLE 6-69: SINGLE STATION OPTION PURE RUNNING TIMES — GREENDALE-CENTRALIA 

Northbound Southbound 

Station 

Option 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Station 

Option 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Staples Mill 

Road Station 

Only via A-Line 

17:46 00:00 19.08 Staples Mill 

Road Station 

Only via A-Line 

17:57 00:00 19.32 

Boulevard 

Station Only 

via A-Line 

21:30 03:44 21.59 Boulevard 

Station Only 

via A-Line 

21:35 03:38 21.54 

Boulevard 

Station Only 

via S-Line 

20:34 02:48 20.45 Boulevard 

Station Only 

via S-Line 

20:14 02:17 20.12 

Broad Street 

Station Only 

via A-Line and 

East Acca 

bypass 

22:49 05:03 22.11 Broad Street 

Station Only 

via A-Line East 

Acca bypass 

23:13 05:16 22.06 

Broad Street 

Station Only 

via A-Line and 

23:27 05:41 22.02 Broad Street 

Station Only 

via A-Line and 

23:39 05:42 21.97 

 

12 All station options for both single station and two-station alternative were modeled for run time at the request of the 

City of Richmond in response to questions raised during scoping and alternative development. 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-118 Alternatives Technical Report 

TABLE 6-69: SINGLE STATION OPTION PURE RUNNING TIMES — GREENDALE-CENTRALIA 

Northbound Southbound 

Station 

Option 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

Station 

Option 

Running 

Time 

Time 

Differential 

over 

Staples Mill 

Only 

Alignment 

Miles 

West Acca 

bypass 

West Acca 

bypass 

Main Street 

Station Only 

via S-Line 

20:05 02:19 20.45 Main Street 

Station Only 

via S-Line 

19:39 01:42 20.12 

Source: HDR, 2015. 

Two-Station Options 

Table 6-70 summarizes the results of the two-station option analysis. The estimated running time 

represents only the passenger train trip time and not the collective “door-to-door” passenger trip 

time from origin to destination across multiple modes. For example, although a two-station 

option may have a longer running time than a single-station option, the overall door-to-door trip 

time may be less. Additional information on the overall trip time is discussed in Chapter 4 the 

Draft EIS. Two-station options add approximately 2 to 7 minutes of pure running time between 

Greendale and Centralia, depending on the alignment and station combination selected. Note 

that any two-station options have additional dwell time associated with the second station stop; 

the additional dwell time, although not included in this analysis, would further increase overall 

travel time through Richmond compared with a single station option. Refer to Chapter 8 for more 

information on specific stations. 

Running time estimates indicate that the fastest of the two-station options are the stations that are 

also the farthest distance apart — Main Street plus Staples Mill Road — which provides greater 

passenger access within the Richmond metropolitan area. Running times are slowest for the 

Broad Street Station options, due to the necessity of a slow-speed loop track required to serve the 

station facility. Two-station scenarios involving Broad Street add approximately 6 to 7 minutes of 

pure running time though Richmond, resulting in more delay than any other two-station option. 

TABLE 6-70: TWO-STATION OPTION PURE RUNNING TIMES — GREENDALE-CENTRALIA 

Station Stops Running 

Time 

Time 

Differential 

Alignment 

Miles 

Time 

Between 

Stops 

Miles 

Between 

Stops 

Northbound 

Boulevard and Staples Mill (via ALine) 

23:07 01:25 21.59 04:42 3.8 

Boulevard and Staples Mill (via SLine) 

22:11 00:29 20.45 04:54 4.0 

Broad Street and Staples Mill (via 

A-Line and East Acca bypass) 

24:27 02:45 22.11 07:30 4.8 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-119 Alternatives Technical Report 

TABLE 6-70: TWO-STATION OPTION PURE RUNNING TIMES — GREENDALE-CENTRALIA 

Station Stops Running 

Time 

Time 

Differential 

Alignment 

Miles 

Time 

Between 

Stops 

Miles 

Between 

Stops 

Broad Street and Staples Mill (via 

A-Line and West Acca bypass) 

25:08 03:26 22.06 07:54 4.7 

Main Street and Staples Mill (via SLine) 

21:42 00:00 20.45 09:36 7.5 

Main Street and 

Boulevard (via S-Line) 

21:46 00:04 20.64 06:42 3.9 

Main Street and Broad Street (via SLine) 

26:15 04:33 21.64 08:00 4.0 

Southbound 

Boulevard and Staples Mill (via ALine) 

23:14 01:54 21.54 04:42 3.8 

Boulevard and Staples Mill (via SLine) 

21:53 00:33 20.12 04:54 4.1 

Broad Street and Staples Mill (via 

A-Line and East Acca bypass) 

24:46 03:26 22.06 07:00 4.9 

Broad Street and Staples Mill (via 

A-Line and West Acca bypass) 

25:21 04:01 21.97 07:36 4.9 

Main Street and Staples Mill (via SLine) 

21:20 00:00 20.17 09:30 7.7 

Main Street and Boulevard (via SLine) 

21:32 00:12 20.31 06:42 4.0 

Main Street and Broad Street (via SLine) 

25:57 04:37 21.35 08:18 4.0 

Based on the Stage I, II and III Screening for Richmond, VA, the following rail alignment sets 

(defined by station location options) are carried forward into the Draft EIS for further evaluation: 

Single Station Options 

 Staples Mill Road Station Only (A-Line and Peninsula Subdivision) 

 Boulevard Station Only (A-Line and Peninsula Subdivision) 

 Boulevard Station Only (S-Line) 

 Broad Street Station Only (A-Line and Peninsula Subdivision) 

 Main Street Station Only (S-Line and Peninsula Subdivision) 

 Two Station Options 

 Main Street and Staples Mill Road Stations Combined 
RAILROAD ALIGNMENT SCREENING 

D.C. to Richmond Southeast High Speed Rail 6-120 Alternatives Technical Report 

– Split Service (A-Line and Peninsula Subdivision) Shared Service (A-line/S-Line and 

Peninsula Subdivision) 

– Full Service (S-Line and Peninsula Subdivision) 

– Shared Service (A-line and S-line) 
D.C. to Richmond Southeast High Speed Rail 7-1 Alternatives Technical Report

CORRIDOR CROSSING OPTIONS 

7.1 INTRODUCTION 

The Washington, D.C. to Richmond Southeast High Speed Rail project (DC2RVA) corridor 

crosses public and private roads, pedestrian paths, other rail corridors, and major and minor 

waterways. Corridor crossings include both at-grade crossings of the railroad by other rail 

corridors, roads, or pedestrian paths, as well as grade-separated crossings with roads and 

pedestrian paths going over (overpasses) or under (underpasses) the railroad. Rail bridges carry 

the track over roads, other rail corridors, and waterways. Major waterways are crossed by 

bridges or large culverts greater than 6 feet in diameter; minor waterways are crossed by 

smaller bridges or culverts. Virginia Department of Rail and Public Transportation’s (DRPT’s) 

evaluation of these existing crossings identified potential constraints on rail alignment options 

for the Project. The evaluation of existing crossings assumed an additional main track is added 

along the DC2RVA corridor, and addressed the following crossings: 

Road Crossings 

 146 Grade-Separated Road Crossings 

- 80 Public Road Overpasses 

- 16 Private Road Overpasses 

- 50 Rail Bridges Over Roads (road underpasses) 

 99 At-Grade Road Crossings 

- 68 Public Road At-Grade Crossings 

- 31 Private Road At-Grade Crossings 

Pedestrian Crossings 

 6 Pedestrian Overpasses 

 11 Pedestrian At-Grade Crossings 

 2 Pedestrian Underpasses 

Rail Crossings 

 4 Rail Bridges Over Railroads 

 2 Rail At-Grade Crossings 

 68 Rail Structures Over Major Waterways, including culverts > 6 feet diameter 

DRPT’s assessments of constraints on rail alignments for each crossing depended on the 

location and the specific type of crossing. The evaluation of existing road and pedestrian 

overpasses addressed spatial limitations that could limit the ability to add an additional main 

track beneath the overpass. The evaluation of road underpasses addressed existing road 

geometry and the configuration of the rail overpass structure for potential constraints on the rail 

alignment. Two types of evaluation were completed on existing at-grade crossings: physical 

impacts to the public and private road infrastructure with the addition of a single track either to 

7
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-2 Alternatives Technical Report 

the east or west of the existing track(s); and, operational impacts to traffic at public at-grade 

crossings with the addition of a single track and changes in train operations. The assessment of 

at-grade road crossing geometry evaluated the potential need for modifications if an additional 

main track is added. The operational evaluation of at-grade crossings addressed road geometry, 

traffic safety, traffic delay, and number of passenger trains per day. The locations of rail bridges 

over roads, rails, and waterways were evaluated for constraints that could limit where an 

additional bridge to carry the proposed new track could be constructed. Some examples of 

constraints include potential disturbance of historical structures, environmental impacts, 

geographical and geometrical constraints. 

The DC2RVA corridor is also crossed by numerous above ground and below ground utilities, 

including power lines, pipelines, and communication cables. These utility crossings were not 

evaluated as part of the alternatives screening and development process. Impacts to utilities will 

be evaluated within Chapter 4 of the Draft EIS for each alternative. 

7.2 EVALUATION OF EXISTING ROAD OVERPASSES 

There are two types of road and pedestrian path crossing grade separations—overpass and 

underpass. An overpass is a road or pedestrian bridge over the rail corridor, while an 

underpass is a rail structure over a road or pedestrian walkway. This section evaluates existing 

road overpasses to determine whether an additional main track would fit beneath the existing 

structure. The assessment of road overpasses included a review of information provided by the 

Virginia Department of Transportation (VDOT), existing data collected from CSX 

Transportation (CSXT) and other sources, and in some cases, a visual assessment of the 

overpass. Evaluation of pedestrian crossings and overpasses is discussed in Section 7.4. 

Evaluation of the underpasses (rail crossings over roads, waterways and other railroads) is 

discussed in Section 7.5. 

The evaluation of existing road overpass structures applied horizontal and vertical clearances 

stated in the DC2RVA Engineering Basis of Design (Figure 7-1). The Basis of Design states that 

mainline track centers shall be 15 feet between centerlines of all adjacent tracks. In no case shall 

track centers be less than 13 feet. The preferred horizontal clearance is a minimum of 25 feet 

from the centerline of the track to an abutment or pier. New overpass structures are required to 

meet this minimum dimension. Existing structures may have a minimum of 18 feet horizontal 

clearance; however, anything less than the 25 feet dimension would require crash walls along 

the pier or abutment for safety. The minimum vertical clearance for existing structures is 23 feet 

between the top of the track and underside of the road overpass structure. A vertical clearance 

of 24 feet 3 inches is required for new overpass structures in order to not preclude the potential 

for future electrification. A track cannot be added beneath an existing overpass without 

sufficient vertical and horizontal clearance. A new road overpass may be required as part of any 

build alternative requiring additional main track where an existing overpass does not have 

sufficient vertical and horizontal clearance. There may also be potential for the overpass to be 

modified with minor improvements to increase the vertical clearance to the required standard, 

without a total reconstruction of the overpass. These minor improvements could be 

implemented as one or a combination of the following; roadbed or railroad undercutting; 

bridge raising and profile adjustment; or horizontal clearance with modifications to existing 

piers. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-3 Alternatives Technical Report 

FIGURE 7-1: EXISTING ROAD OVERPASS CLEARANCE REQUIREMENTS FROM DC2RVA BASIS 

OF DESIGN 

The road overpass assessment included the following determinations for each overpass: 

1. Is there sufficient horizontal and vertical clearance to add an additional main track 

parallel to the existing tracks on the east? 

a) Yes, there is a minimum of 23 feet vertical clearance and ≥ 25 feet horizontal 

clearance from center line of track to the east, or 

b) Yes, there is a minimum of 23 feet vertical clearance and between 18 to 25 feet 

horizontal clearance from center line of track to the east; a crash wall is required at 

the road overpass pier/abutment, or 

c) No, there is insufficient vertical and/or horizontal clearance to add a track to the 

east. 

2. Is there sufficient horizontal and vertical clearance to add an additional main track 

parallel to the existing tracks on the west? 

a) Yes, there is a minimum of 23 feet vertical clearance and ≥ 25 feet horizontal 

clearance from center line of track to the west, or 

b) Yes, there is a minimum of 23 feet vertical clearance and between 18 to 25 feet 

horizontal clearance from center line of track to the west; a crash wall is required at 

the road overpass pier/abutment, or 

c) No, there is insufficient vertical and/or horizontal clearance to add a track to the 

west. 

3. Is there sufficient horizontal and vertical clearance to add an additional main track if the 

existing tracks are realigned? 

a) Yes, there is a minimum of 23 feet vertical clearance and ≥ 25 feet horizontal 

clearance from center line of the outside track to either the east or the west, or 

b) Yes, there is a minimum of 23 feet vertical clearance and between 18 to 25 feet 

horizontal clearance from center line of the outside track to the east or west; a crash 

wall is required at the road overpass pier/abutment, or 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-4 Alternatives Technical Report 

c) No, there is insufficient vertical and/or horizontal clearance to add a new track and 

realign the existing tracks. 

d) Overpass can be modified with minor improvements to increase the vertical 

clearance to the required standard by implementing any combination of the 

following; roadbed or railroad undercutting; bridge raising and profile adjustment; 

or horizontal clearance with modifications to existing piers. 

For each road overpass the assessment concluded at least one or a combination of the following 

outcomes: 

 Space available for an additional track. 

- on east side (with or without crash walls) 

- on the west side (with or without crash walls) 

- on either east or west side (with or without crash walls) 

 3 existing tracks at this location, no additional construction required. 

 Feasible to realign existing tracks 

Insufficient clearance, adding track would require construction of a new overpass Generally, 

adding a track to the east or west side beneath an overpass would have less impacts and less 

cost, and, assuming similar alignments and track design speeds, would be preferred in 

comparison to realigning or modifying existing tracks or having to construct a new overpass. 

Table 7-1 summarizes the road overpass clearance assessment findings, indicating whether a 

track can be added beneath the road overpass, on the east side, west side, either side, with the 

realignment or modification of the existing tracks (with or without crash walls), or there is 

insufficient space to add track. 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

01: Arlington to Alexandria 

(ROAF) 

CFP 

108.47 

Airport Access Road 

(Route 233) 

Space available for an additional track on east or 

west side 

CFP 

106.43 

Jefferson Davis Highway 

(Route 1) 

Space available for an additional track on east or 

west side 

CFP 

105.05 

Duke Street 

 (Route 236) 

Space available for an additional track on west side 

CFP 

104.57 

Telegraph Road (Route 

241) 

Space available for an additional track on east side 

02: Alexandria to Franconia 

(AFFR) 

CFP 

100.07 Interstate 95/495 3 existing tracks at this location, no additional construction required 

CFP 99.08 Franconia Road (Route 

644) 

3 existing tracks at this location, no additional 

construction required 

03: Franconia to Lorton 

(FRLO) CFP 98.09 Franconia-Springfield Parkway (Route 289) 

Space available for an additional track on either east 

or west side with a crash wall 

CFP 95.30 Backlick Road (Route 

7100) 

Insufficient vertical space, adding track would require 

construction of a new overpass. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-5 Alternatives Technical Report 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

CFP 95.14 Fairfax County Parkway 

(Route 286) 

Space available for an additional track on the east 

side 

CFP 93.79 

Pohick Road 

(Route 638) 

Space available for an additional track on the west 

side 

04: Lorton to Powells Creek 

(LOPC) CFP 88.8 Dawson Beach Road (Route 687) 

Insufficient clearance, adding track would require 

construction of a new overpass 

CFP 80.02 Possum Point Road 

(Route 633) 

3 existing tracks at this location, no additional 

construction required 

05: Powells Creek to 

Arkendale (PCAR) CFP 77.50 Range Road/Bauer Road 3 existing tracks at this location, no additional construction required 

CFP 74.75 Private street (Wright’s 

crossing/Osterman) 

3 existing tracks at this location, no additional 

construction required 

06: Arkendale to Dahlgren 

(ARDJ) CFP 69.09 Courthouse Road (Route 630) 

Space available for an additional track on the west 

side with a crash wall 

CFP 66.77 Eskimo Hill Road (Route 

628) 

Insufficient clearance, adding track would require 

construction of a new overpass 

CFP 63.47 

Leeland Road 

(Route 626) 

Insufficient clearance, adding track would require 

construction of a new overpass 

CFP 63.02 Primmer House Road 

(Route 624) 

Space available for an additional track on either east 

or west side 

07: Dahlgren to 

Fredericksburg (DJFB) 

CFP 60.04 Kings Highway (Route 3 

Business) 

Insufficient clearance, adding track would require 

construction of a new overpass 

CFP 58.90 Blue and Grey Parkway 

(Route 3) 

Space available for an additional track on either east 

or west side 

CFP 60.81 Butler Road/White Oak 

Road(Route 218) 

Insufficient clearance, adding track would require 

construction of a new overpass 

09: Hamilton to Crossroads 

(HAXR) 

CFP 53.45 Mills Drive 

(Route 17) 

3 existing tracks at this location, no additional 

construction required 

10: Crossroads to Guinea 

(XRGU) There are no overpass structures in this segment. 

11: Guinea to Milford 

(GUMD) CFP 38.50 Rogers Clark Boulevard (Route 207) southbound 

Space available for an additional track on the east or 

west side with a crash wall 

CFP 38.50 Rogers Clark Boulevard 

(Route 207) northbound 

Space available for an additional track on the east or 

west side with a crash wall 

12: Milford to North 

Doswell (MDND) CFP 37.80 Nelson Hill Road (Route 722) 

Space available for an additional track on the west 

side 

CFP 28.37 Dry Bridge Road (Route 

684) 

Space available for an additional track on the west 

side with track shift and crash wall 

CFP 26.96 Ruther Glen Road (Route 

652) 

Space available for an additional track on the east or 

west side with a crash wall 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-6 Alternatives Technical Report 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

CFP 26.54 Interstate 95 northbound Space available for an additional track on the east or 

west side with a crash wall 

CFP 26.54 Interstate 95 southbound Space available for an additional track on the east or 

west side with a crash wall 

13: North Doswell to 

Elmont (NDEL) CFP 20.81 Kings Dominion Boulevard (Route 30) 

Space available for an additional track on the east or 

west side 

CFP 18.95 Old Ridge Road (Route 

738) 

Space available for an additional track on the west 

side with a crash wall 

CFP 17.22 Washington Highway 

(Route 1) 

Space available for an additional track on the east or 

west side with a crash wall 

14: Elmont to Greendale 

(ELGN) CFP 9.89 Greenwood Road (Route 625) 

Space available for an additional track on the east or 

west side with a crash wall 

CFP 8.95 Interstate 295 

northbound 

Space available for an additional track on the east or 

west side 

CFP 8.95 Interstate 295 

southbound 

Space available for an additional track on the east or 

west side 

15: Greendale to South Acca 

Yard/West Acca Yard 

(GNSA) 

CFP 5.94 East Parham Road Space available for an additional track on west side 

CFP 4.45 Hilliard Road 

(Route 356) 

Space available for an additional track on the east or 

west side with crash walls 

CFP 3.71 Dumbarton Road Insufficient clearance, adding track would require 

construction of a new overpass 

CFP 3.16 Interstate 64 westbound Feasible to realign existing tracks 

CFP 3.16 Interstate 64 eastbound Feasible to realign existing tracks 

CFP 1.84 Interstate 195 

(northbound and 

southbound) 

Space available for an additional track on east side 

with crash walls 

CFP 1.71 Westwood 

Avenue/Saunders Avenue 

(Route 197) 

Insufficient clearance, adding track would require 

construction of a new overpass 

16: SAY to AM Junction – 

Hermitage Lead (SAAM) 

CFP 0.01 North Boulevard (Route 

161) 

Insufficient clearance, adding track would require 

construction of a new overpass 

SRN 2.91 Interstate 95/64 

(northbound and 

southbound) 

Design variances for horizontal clearance and/or 

crash walls may be required to utilize current 

overpass structure. Bridge replacement or new 

construction would not be required. 

SRN 2.82 North Lombardy Street Replacing bridge would require a vertical grade 

change which is not feasible. Therefore, remove 

center pier and replace two center spans. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-7 Alternatives Technical Report 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

SRN 2.21 Belvidere 

Street/Chamberlayne 

Avenue southbound 

(Route 1) 

Space available for an additional track on the east 

side with crash walls 

SRN 2.21 Belvidere 

Street/Chamberlayne 

Avenue northbound 

(Route 1) 

Space available for an additional track on the east 

side with crash walls 

SRN 2.18 Chamberlayne Parkway Space available for an additional track on the east 

side with crash walls 

SRN 1.59 North 1st Street Space available for an additional track on the east 

side with crash walls 

SRN 1.33 North 5th Street Space available for an additional track on the east or 

west side with crash walls 

SRN 1.28 Interstate 64 westbound Space available for an additional track on the east or 

west side with crash walls 

SRN 1.28 Interstate 64 eastbound Space available for an additional track on the east or 

west side with crash walls 

17: AM Junction to Centralia 

– S-Line (AMCE) 

SRN 0.56 Leigh Street Viaduct 

(Route 33) 

Space available for an additional track on the east or 

west side 

SRN 0.43 Interstate 95 northbound 

ramp to Route 360 

southbound 

Space available for an additional track on the east or 

west side with crash walls 

SRN 0.00 I-95 northbound I-95 currently passes over the viaduct which 

originally had two tracks. Reinstalling the second 

track on this viaduct may require design variances for 

both horizontal and vertical clearances. However, 

the I-95 overpass would not be reconstructed nor 

would a new overpass be required. 

SRN 0.00 I-95 southbound Space available for an additional track on the west 

side 

S 0.13 I-95 southbound Ramp to 

I-195 

Space available for an additional track on the west 

side 

S 0.14 I-195 Ramp to I-95 

northbound 

Space available for an additional track on the east 

side 

S 0.16 I-95 northbound Ramp to 

I-195 

Space available for an additional track on east side 

S 0.17 I-195 Ramp to I-95 

southbound 

Space available for an additional track on east side 

S 0.97 Interstate 95 on/off 

ramps to Maury Street 

Reinstall a third track between the two existing 

tracks. No modifications to or replacement of the 

existing overpass is anticipated. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-8 Alternatives Technical Report 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

S 5.96 Cogbill Road (access to 

DuPont) 

Insufficient clearance, adding track would require 

construction of a new overpass 

S 6.43 Chippenham Parkway 

(Route 150) 

Space available for an additional track on east side 

with crash walls 

S 7.83 Elliham Avenue Insufficient clearance, adding track would require 

construction of a new overpass 

S 8.82 Jefferson Davis Highway 

(Route 1) 

Space available for an additional track on east or 

west side 

S 10.59 Route 288 northbound Insufficient clearance, adding track would require 

construction of a new overpass 

S 10.60 Route 288 southbound Insufficient clearance, adding track would require 

construction of a new overpass 

18: WAY to Centralia – ALine (WACE) ARN 3.18 Interstate 195 

northbound 

Insufficient clearance, adding track would require 

construction of a new overpass 

ARN 3.02 West Broad Street 

(Route 33) 

Insufficient clearance, adding track would require 

construction of a new overpass and modification to 

existing I-195 travel lanes 

ARN 2.77 Monument Avenue 

(northbound and 

southbound) 

Insufficient clearance, adding track would require 

construction of a new overpass and modification to 

existing I-195 travel lanes 

ARN 2.50 Patterson Avenue (Route 

6) 

Insufficient clearance, adding track would require 

construction of a new overpass and modification to 

existing I-195 travel lanes 

ARN 2.18 Grove Avenue Insufficient clearance, adding track would require 

construction of a new overpass and modification to 

existing I-195 travel lanes 

ARN 1.93 West Cary Street (Route 

147) 

Insufficient clearance, adding track would require 

construction of a new overpass and modification to 

existing I-195 travel lanes 

ARN 1.78 I-195 southbound ramp 

to eastbound Downtown 

Expressway (Va. Route 

195) 

Insufficient clearance, adding track would require 

construction of a new overpass 

ARN 1.22 Douglasdale Road Insufficient clearance, adding track would require 

construction of a new overpass 

A 0.30 Forest Hill Avenue 

(Route 683) 

Insufficient clearance, adding track would require 

construction of a new overpass 

A 1.55 Midlothian Turnpike 

(Route 60) 

Insufficient clearance, adding track would require 

construction of a new overpass 

A 2.42 Hull Street Road (Route 

360) 

Insufficient clearance, adding track would require 

construction of a new overpass 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-9 Alternatives Technical Report 

TABLE 7-1: EXISTING ROAD OVERPASS CLEARANCE ASSESSMENT SUMMARY 

Segment Milepost Overpass Location Clearance Assessment Findings* 

A 3.71 Hopkins Road (Route 

637) 

Space available for an additional track on east side 

with crash walls 

A 4.63 Warwick Road/Bells 

Road (Route 161) 

Insufficient clearance, adding track would require 

construction of a new overpass 

A 5.85 Castlewood 

Road/Cardwell Road 

Space available for an additional track on west side 

with crash walls 

A 6.85 Chippenham Parkway 

(Route 150) northbound 

Insufficient clearance, adding track would require 

construction of a new overpass 

A 6.86 Chippenham Parkway 

(Route 150) southbound 

Insufficient clearance, adding track would require 

construction of a new overpass 

A 7.12 South Beulah 

Road/Dundas Road 

(Route 641) 

Space available for an additional track on west side 

with crash walls 

A 10.35 Route 288 northbound Insufficient clearance, adding track would require 

construction of a new overpass 

A 10.37 Route 288 southbound Insufficient clearance, adding track would require 

construction of a new overpass 

18: Rivanna Junction to 

Beulah (RJBE) 

CA 85.21 East Leigh Street (Route 

33) 

Space available for an additional track on east side 

CA 85.12 Interstate 95 northbound 

ramp to Route 360 

southbound 

Space available for an additional track on either east 

or west side 

Table Notes: * These crossing assessments solely reflect the horizontal and vertical clearance geometry beneath the individual structures along 

the corridor. Results do not consider track design speed, rail operations, environmental or historical constraints. The crossing assessments 

inform, but are separate from, the findings presented in the corridor screening tables in Chapter 6. 

7.3 EXISTING AT-GRADE ROAD CROSSING ASSESSMENT 

Road-rail at-grade crossings are unique in that they constitute the intersection of two 

transportation modes which differ in both the physical characteristics and operations. At-grade 

road crossings are divided into two categories, public and private. Public crossings are roads 

under the jurisdiction of and maintained by a public authority and open to the traveling public. 

Private crossings are roads privately owned and utilized only by the landowner or licensee. The 

DC2RVA project corridor includes 99 at-grade road crossings. Of these, 31 are private roadway 

crossings and 68 are public road crossings. 

DRPT’s evaluation included two different at-grade road crossings assessments: physical 

impacts to the existing public and private road infrastructure with the addition of a single track 

either to the east or west of the existing track(s); and operational impacts to traffic at public atgrade crossings with the addition of a single track and changes in train operations. DRPT 

conducted the physical evaluation of road at-grade crossings to determine potential impacts to 

the road geometry and to determine whether such impacts constrain the rail alignment to the 

east or west of the existing tracks. DRPT’s evaluation of operational impacts to traffic, including 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-10 Alternatives Technical Report 

traffic delays and safety, were used to determine a partial list of crossings to be evaluated for 

possible closure, grade separation, or other modification. 

DRPT’s evaluations of at-grade crossings focused solely on existing at-grade road crossings of 

the rail corridor. Virginia’s law generally precludes creating new at-grade road/rail crossings1, 

and therefore DRPT assumed all road/rail crossings on new bypass alignments would be 

grade-separated, or the roads relocated or closed. 

7.3.1 Assessment of Potential Physical Impacts to Existing At-Grade Crossings 

The preliminary assessment of each at-grade crossing included a summary of the existing 

conditions and an assessment of the impacts to the existing public and private road 

infrastructure from adding an additional track to either side (east or west) of the existing tracks. 

The assessment of existing conditions of each public or private at-grade crossing in the 

DC2RVA project corridor included: 

1. Reviewing existing aerial mapping of each at-grade crossing and road information made 

available by VDOT 

2. Conducting field observations (limited to observations from publicly available right of 

way and other public areas) at roads with at-grade crossings of the rail corridor, and 

along the road for 500 feet on either side of the existing track. DRPT’s field observations 

included: 

a. Horizontal or vertical roadway alignments (grade changes, curves, etc.) that 

could present potential sight distance, constructability, or other impacts when a 

track is added on either side of the existing track(s) 

b. Large drainage structures or features 

c. Existing utilities (above or below ground) that parallel the road or rail corridor 

d. Crossing protection and other railroad equipment or structures 

e. Features (large fills, steep cuts, etc.) that are located along the road or rail 

corridor at the crossing 

f. Roadway entrances (driveways, curb-cuts, etc.) that are located within the 

observation area 

 

1 §56-363. Crossing of a railroad or public highway by another railroad; crossing of a railroad by a public highway. 

It is hereby declared to be the policy of the Commonwealth that all crossings of one railroad by another, or a public highway by a railroad, or a 

railroad by a public highway, shall, wherever reasonably practicable, pass above or below the existing facility. And every railroad hereafter 

constructed across another railroad or across a public highway, and every public highway hereafter constructed across a railroad, shall, wherever 

it is reasonably practicable, and does not involve an unreasonable expense, all the circumstances of the case considered, pass above or beneath the 

existing structure at a sufficient elevation or depression, as the case may be, with easy grades, so as to admit of safe speedy travel over each. 

If constructing a crossing either above or below the existing structure is not practical and involves an unreasonable expense, the responsible 

governing body constructing a new public crossing at grade, in accordance with the laws of the Commonwealth of Virginia, shall take 

precautions to provide for the safe movement of traffic. It is the policy of the Commonwealth to limit the number of new public at-grade crossings 

and to eliminate unnecessary crossings. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-11 Alternatives Technical Report 

The findings from the field observations include an assessment for the additional track location 

based on the at-grade crossing conditions. This analysis considered the potential installation of 

an additional track only. A separate analysis is provided in section 7.3.2 that evaluates the need 

for grade crossing safety improvements, closure, or separation. The assessments are 

summarized in Table 7-2 below. 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

01: Arlington to 

Alexandria (ROAF) 

There are no at-grade crossings in these segments. 02: Alexandria to 

Franconia (AFFR) 

03: Franconia to 

Lorton (FRLO) 

04: Lorton to 

Powells Creek 

(LOPC) 

CFP 86.85 Featherstone Road (Route 

636) 

Space available for an additional track on the west 

side to reduce impacts to utilities, residential homes, 

and the existing roadways on the east side 

05: Powells Creek to 

Arkendale (PCAR) 

CFP 82.38 Cherry Hill Road 

(Private road) 

A project is underway to add a third track 

independent of DC2RVA. 

CFP 78.83 Potomac Avenue A project is underway to add a third track 

independent of DC2RVA. 

CFP 78.11 Epperson Avenue A project is underway to add a third track 

independent of DC2RVA. 

CFP 76.70 Flemming Street A project is underway to add a third track 

independent of DC2RVA. 

CFP 73.10 Lee’s Crossing A project is underway to add a third track 

independent of DC2RVA. 

06: Arkendale to 

Dahlgren (ARDJ) 

CFP 72.34 Brent Point Road (Route 658) Space available for an additional track on the east side 

to avoid impacting the intersection of Brent Point 

Road and Arkendale Road (Route 633) on the west 

CFP 67.57 Mount Hope Church Road 

(Route 677) 

Space available for an additional track on the west 

side to avoid impacting the private entrances to 

residential homes and the utility on the east side 

07: Dahlgren to 

Fredericksburg 

(DJFB) 

There are no at-grade crossings in this segment. 

08: Fredericksburg to 

Hamilton (FBHA) 

CFP 57.57 Lansdowne Road (Route 

638) 

3 existing tracks at this location, no additional 

construction 

09: Hamilton to 

Crossroads (HAXR) 

CFP 54.77 Mine Road (Route 636) 3 existing tracks at this location, no additional 

construction 

10: Crossroads to 

Guinea (XRGU) 

CFP 51.41 Summit Crossing Road 

(Route 668) 

Space available for an additional track on the west 

side to avoid impacting the utilities running along the 

east side of the tracks 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-12 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

CFP 48.63 Claiborne Crossing Road 

(Route 660) 

Space available for an additional track on the west 

side to avoid impacting the existing creek channel 

features on the east side of the tracks 

CFP 47.24 Stonewall Jackson Road 

(Route 606) 

Space available for an additional track on the west 

side to avoid impacting the majority of the utilities on 

the east side of the track, and the proximity of 

Stonewall Jackson Shrine Road and Route 607 

11: Guinea to Milford 

(GUMD) 

CFP 45.77 Jones Crossing 

(Private road) 

Space available for an additional track on the east side 

to avoid impacting the existing road on the west side 

of tracks running parallel within 30 feet from 

Woodford Road to Jones Road 

CFP 44.50 Woodford Road (Route 

626) 

Space available for an additional track on the east side 

to avoid impacting the existing road and the majority 

of the utilities on the west side of the tracks 

CFP 43.50 Woodslane Road (Route 

609) 

Space available for an additional track on the east side 

to avoid impacting the fiber optics line on the west 

side of the tracks 

CFP 41.70 Rixey Road (Route 666) 

(Private crossing) 

Space available for an additional track on the west 

side of the road to avoid utilities on the east side 

CFP 40.43 Paige Road (Route 605) Space available for an additional track on the east side 

to avoid impacting utilities on the west side, as well as 

the larger flow for the natural drainage structures 

CFP 38.99 Rose Crossing/Holly Hill 

Drive 

(Private road) 

Private crossing - assessment not conducted2

12: Milford to North 

Doswell (MDND) 

CFP 36.95 Bates Crossing/Route 768 

(Private road) 

Space available for an additional track on the west 

side to avoid impacting a rail siding on the east side of 

the track 

CFP 36.66 Alexandria Lane/Route 640 

(Private road) 

Space available for an additional track on the west 

side to avoid impacting existing service tracks on the 

east side. Pond on west side and other water features 

north of crossing are far enough from tracks to fit 

additional track on the west side 

CFP 34.01 Pleasant Hill 

(Private road) 

Private crossing - assessment not conducted 

CFP 33.50 Private road 

(Unnamed Road) 

Private crossing - assessment not conducted 

CFP 33.00 Penola Road 

(Route 601) 

Space available for an additional track on the west 

side to avoid impacting drainage features and utilities 

on the east side of the tracks 

 

2 Private crossings could not be accessed at the time of this field assessment due to the timing of required access 

permissions for field work. These crossings were later assessed and their findings considered in the Draft EIS. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-13 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

CFP 31.50 Georges Crossing 

(Private Road) 

Private crossing - assessment not conducted 

CFP 29.72 Colemans Mill Road (Route 

656) 

Space available for an additional track on the west 

side to avoid impacting existing structures and 

utilities 

CFP 24.38 Chandler Crossing 

(Private road) 

Private crossing - assessment not conducted 

13: North Doswell 

to Elmont (NDEL) 

CFP 21.87 Doswell Road 

(Route 688) 

Space available for an additional track on the east side 

to avoid impacting the tracks on the west side for the 

BBRR yard and industrial siding at Doswell 

CFP 21.66 Excelsior Mill Crossing 

(Private crossing) 

Private crossing - assessment not conducted 

CFP 15.62 Vaughan Street Space available for an additional track on the east side 

to avoid impacting existing structures and utilities 

CFP 15.16 West Patrick Street Space available for an additional track on the east side 

to avoid impacting the underground utilities on the 

west side of the crossing 

CFP 14.85 College Avenue/Henry Clay 

Road 

Space available for an additional track on the east side 

to avoid impacting underground sewer and water on 

the west as well as maintaining historic station 

building on the west side 

CFP 14.72 England Street 

(Route 54) 

Space available for an additional track on the east side 

to avoid impacting the historic station building on the 

west side 

CFP 14.64 Myrtle Street Space available for an additional track on the east side 

due to proximity of buildings on the west side of 

tracks to the existing Center Street, and the extra 

space provided by the parking on the east side that 

sets the buildings back from Center Street 

CFP 14.20 East Francis Street Space available for an additional track on the east side 

to mitigate issues with underground utilities on the 

west side 

CFP 13.85 Ashcake Road 

(Route 657) 

Space available for an additional track on the east side 

given that Route 663 is on the west side 

CFP 12.95 Gwathmey Church Road 

(Route 707) 

Space available for an additional track on the east side 

to avoid impacting Route 663 on the west side and 

along the railway as Route 663 runs parallel to the 

tracks 

CFP 11.55 Elmont Road 

(Route 626) 

Space available for an additional track on the east side 

due to proximity of residence on west side 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-14 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

CFP 11.15 Cedar Lane (Route 623) Space available for an additional track on the west 

side to avoid impacting buried communications and 

fiber lines on the east side of the tracks, as well as 

the existing pond and current flow line of drainage 

around the crossing 

14: Elmont to 

Greendale (ELGN) 

CFP 9.65 Mill Road (Route 626) Space available for an additional track on the west 

side to avoid impacting Old Washington Highway and 

the baseball fields on the east 

CFP 8.10 Mountain Road Space available for an additional track on the east side 

to reduce impacts to buried communication lines 

CFP 6.60 Hungary Road 

 (Route 682) 

Space available for an additional track on the west 

side to reduce impacts to utilities and proximity to 

existing roadways in the vicinity 

15: Greendale to 

SAY/WAY (GNSA) 

CFP 5.45 Hermitage Road Space available for an additional track on the east side 

of the tracks to reduce horizontal impacts to the 

industrial areas on the west side of the tracks 

16: SAY to AM 

Junction – Hermitage 

Lead (SAAM) 

SRN 3.45 Hermitage Road Space available for an additional track on the east side 

to reduce horizontal and vertical impacts to the 

highway profile and utilities on the west 

SRN 3.07 Dinneen Street 

(closed crossing) 

Crossing closed – assessment not conducted 

SRN 2.30 Brook Road Space available for an additional track on the east side 

to reduce horizontal and vertical impacts to the 

recycling center property, highway alignment and 

grade, and the transmission lines 

SRN 1.69 St. James Street Space available for an additional track on the west 

side to reduce horizontal impacts to utilities and the 

industrial development on the east 

SRN 1.55 North 2nd Street/Valley 

Road 

Space available for an additional track on the east side 

to reduce horizontal and vertical impacts to the 

North 1st Street bridge located to the west and the 

roadway alignment and profile 

SRN 1.23 Hospital Street/North 7th 

Street 

Space available for an additional track on the east side 

to reduce horizontal impacts to the roadway 

geometry and utilities 

17: AM Junction to 

Centralia – S-Line 

(AMCE)* 

S 0.77 Maury Street Space available for an additional track between the 

two existing tracks to reduce horizontal impacts to 

the roadway geometry, the adjacent petroleum 

facilities and utilities on the east and west 

S 1.19 Private crossing 

(4th Street extension) 

Space available for an additional track between the 

two existing tracks to reduce horizontal impacts to 

utilities, the industrial areas and the stormwater 

management basin and outfall structure on the east 

and west 

S 1.66 Goodes Street Space available for an additional track between the 

two existing tracks to reduce horizontal impacts to 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-15 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

utilities, the industrial areas and the floodwall and 

gate on the east and west 

S 2.38 Federal Paper 

(Private crossing) 

Private crossing - assessment not conducted 

S 2.99 Commerce Road Space available for an additional track on the east side 

to reduce horizontal and vertical impacts to the 

existing overhead transmission lines on the west 

S 3.95 Ruffin Road Space available for an additional track on the east side 

to reduce horizontal impacts to the overhead 

transmission line and the apartment complex and 

church on the west 

S 4.43 Bells Road (Route 161) Space available for an additional track on the east side 

to reduce horizontal impacts to the overhead 

transmission lines and residential neighborhoods on 

the west 

S 4.97 Dale Avenue Space available for an additional track on the east side 

to reduce horizontal impacts to the overhead 

transmission lines and the residential neighborhood 

on the west 

S 6.35 Texaco Road 

(Private crossing) 

Private crossing - assessment not conducted 

S 6.70 Station Road 

(Private crossing) 

Space available for an additional track on the east side 

to reduce horizontal impacts to the overhead 

transmission towers and industrial properties on the 

west 

S 9.16 Kingsland Road (Route 611) Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to the 

roadway alignment and profile and the intersection 

with Chester Road on the east 

S 9.83 Brinkley Road 

(Route 1622) 

Space available for an additional track on the west 

side to avoid horizontal and vertical impacts on the 

intersection with Chester Road with regards to 

profile and the potential for traffic to back up on 

Chester Road 

18: WAY to 

Centralia – A-Line 

(WACE) 

A 0.68 Jahnke Road 

(Route 686) 

Space available for an additional track on the west 

side to reduce horizontal impacts to utilities and the 

alleyway on the east 

A 1.00 Bassett Avenue Space available for an additional track on the west 

side to reduce horizontal impacts to utilities and 

residential properties on the east 

A 3.08 Broad Rock Boulevard 

northbound/southbound 

(Route 10) 

Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to the 

utilities and drainage structures on the east 

A 3.87 Terminal Avenue Space available for an additional track on the west 

side to reduce horizontal impacts to the existing 

residential development on the east 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-16 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

A 5.52 Walmsley Boulevard (Route 

647) 

Space available for an additional track on the west 

side to reduce horizontal impacts to the existing 

residential developments and railroad spur on the 

east side of the crossing on the east 

A 9.38 Kingsland Road 

(Route 611) 

Space available for an additional track on the west 

side to reduce horizontal impacts to the residential 

neighborhoods on the east. The parallel entrance 

would have to be realigned to the west 

A 10.01 Thurston Road 

(Route 1452) 

Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to the 

impacts to the existing fiber optic line along the 

railroad corridor on the east 

A 10.74 Old Lane (Route 637) Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to the 

existing commercial development on the east side of 

the crossing and reduce impacts to the existing fiber 

optic line along the railroad corridor on the east 

19: Rivanna Junction 

to Beulah (RJBE) 

CA 85.12 Brown Street 

(Private crossing) 

Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to the 

I-95 off-ramp on the east. Ramp will have to be 

checked for the proposed track and horizontal 

distance to the bridge pier. 

20: Buckingham 

Branch (BBRR) 

CA 85.77 Hospital Street Space available for an additional track on the west 

side to reduce horizontal and vertical impacts to 

utilities and the courthouse facility. Locating the track 

on the west will encroach into Valley Road with runs 

parallel to the track north of the crossing on the east 

21. Fredericksburg 

Bypass (FBBP) 

The Fredericksburg Bypass alignment combines adding a track on the Dahlgren Spur and new track; 

roads crossing the new alignment would be grade-separated, relocated, or consolidated. 

Dahlgren 

Spur: CFQ 

0.25 

Debruen Lane Install Median Separator with Quad Gates 

CFQ 0.86 Hot Top Road Install Double Locking Gate 

CFQ 1.46 Ferry Road Install Quad Gates and realign Mt. Vernon Avenue 

n/a (near 

CFQ 1.46) 

Mt. Vernon Avenue Realign to install Quad Gates at Ferry Road 

CFQ 2.63 Federal Drive Install Quad Gates. Realign Federal Drive to fit 

proposed track. Close private access. 

CFQ 2.73 Private Driveway Close 

CFQ 3.32 Cleek Lane Install Locking Gates 

CFQ 3.42 Private Driveway Install Locking Gates 

CFQ 3.56 Little Falls Road Install Median Separator 

CFQ 4.32 Private Driveway Install Locking Gates 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-17 Alternatives Technical Report 

TABLE 7-2: AT-GRADE CROSSING FIELD INVESTIGATION SUMMARY 

Segment Milepost Location At-Grade Field Assessment Findings 

CFQ 4.44 Forest Lane Road Install Median Separator 

22. Ashland Bypass 

(ASBP) 

The Ashland Bypass alignment is new track; roads crossing the alignment would be grade-separated, 

relocated, or consolidated. 

* This segment currently consists of one to two main tracks plus siding tracks. The Project alternatives using the S-Line would improve the 

segment to consist of two main tracks throughout the segment and include a new siding track extending 12,000 feet south of South Yard. 

7.3.2 Evaluation of at Existing At-Grade Roadway-Rail Crossings 

Existing at-grade3 roadway-rail crossings within the corridor were evaluated to identify a 

proposed action(s) at each individual crossing as part of the alternatives development process. 

The proposed action(s) are intended to modify the existing crossing treatment and/or condition 

in accordance with Federal guidance criteria for high speed rail corridors and, as necessary, 

based on site-specific physical and/or operating characteristics. While the proposed action(s) 

would not differ by rail alignment, the proposed actions themselves guide the development of 

the alternatives design and the associated impacts for evaluation in the environmental 

documentation. The evaluation of the existing at-grade roadway-rail crossings is summarized 

below and documented in a technical memorandum that is includes as Appendix OO; refer 

there for full details of the evaluation, including additional details on existing conditions, 

definition, process, and results. 

7.3.2.1 Existing At-Grade Crossings 

There are 50 public at-grade crossings and 19 private at-grade crossings that operate within the 

DC2RVA corridor. Public at-grade crossings are defined as roadway-rail crossings that are 

located on roadways that are open to use by the public and are maintained by a public 

authority; private at-grade crossings are defined as roadway-rail crossings located on roadways 

that are not intended for use by the public nor maintained by a public authority. The 69 at-grade 

crossings are located in the following jurisdictions (listed north to south): 

 Alexandria City: 1 private at-grade crossing 

 Prince William County: 2 public at-grade crossings; 2 private at-grade crossings 

 Stafford County: 2 public at-grade crossings; 2 private at-grade crossings 

 Fredericksburg City: 1 public at-grade crossing 

 Spotsylvania County: 2 public at-grade crossings 

 Caroline County: 7 public at-grade crossings; 7 private at-grade crossings 

 Hanover County: 11 public at-grade crossings; 1 private at-grade crossing 

 

3 The terms “grade crossing” and “at-grade crossing” are often used interchangeably, both colloquially and within 

Federal documentation, to indicate a roadway-rail crossing that occurs at the same level (i.e., the roadway pavement 

and railroad tracks directly intersect). Note that this technical documentation uses the term “at-grade crossing” to 

ensure a distinct and readily understandable difference from the term “grade separated crossing”. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-18 Alternatives Technical Report 

 Henrico County: 4 public at-grade crossings 

 Richmond: 16 public at-grade crossings; 2 private at-grade crossings 

 Chesterfield County: 5 public at-grade crossings; 2 private at-grade crossings 

Additionally, the Fredericksburg Bypass alignment partially uses an existing rail line that has 

five public and five private existing at-grade roadway-rail crossings. Existing roadway 

crossings are not subject to the same Virginia Code to grade separate or close new roadway-rail 

crossings. The existing roadways will either be improved by adding median separators, a four 

quad gate, gates with median separators, or will either realign access or be closed depending on 

the specific crossing study. Specific details to these crossings improvements can be referenced in 

Table 6-49 of Chapter 6. 

7.3.2.2 Summary of Proposed Actions 

In accordance with federal high speed rail definitions, every at-grade crossing must be grade 

separated, closed, or have appropriate crossing treatment that is connected into the train 

detection circuitry and physically impedes vehicles from accessing the tracks when a train is 

approaching or occupying the crossing. Accordingly, the following proposed actions were 

defined for use in the DC2RVA at-grade crossing evaluation: 

 Closure/Consolidation 

 Grade Separation 

 Four Quadrant Gates 

 Median Treatment 

 Locking Gate (private crossings only) 

 Site Improvements 

 No Action

It is important to note that Virginia state code generally precludes the creation of new at-grade 

roadway-rail intersections. This means that all new rail crossings of existing roadways must be 

either grade separated or closed. 

7.3.2.3 Summary of Evaluation Process 

The proposed actions were identified by developing and applying a standardized process that 

is documented and consistent for all crossings, regardless of size, type, or location. The process 

for identifying proposed actions at existing at-grade roadway crossings consisted of the 

following two analysis steps, which are described in further detail below: 

1) Analyze the crossing against FHWA criteria to determine if elimination of the at-grade 

condition (either through grade separation or closure/consolidation) should be 

considered. 

2) Analyze site-specific conditions to determine if other reasons (i.e., geometrics, safety, 

etc.) warranted grade separation or closures, or other crossing improvements. Analysis 

was based on planning and engineering judgment by DRPT. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-19 Alternatives Technical Report 

Step 1: Federal Guidance Criteria, Crossing Elimination 

The Railroad-Highway Grade Crossing Handbook (Revised Second Edition August 2007) by the 

United States Department of Transportation (U.S. DOT) Federal Highway Administration 

(FHWA) provides a single reference document on prevalent and best practices as well as 

adopted standards relative to road-rail grade crossings. Specifically, Chapter V of the 

handbook, “Selection of Alternatives, Part A Technical Working Group Guidance on Traffic 

Control Devices Selection Criteria and Procedure,” outlines analysis methodologies for 

consideration of traffic control devices or other measures at every public road-rail grade 

crossing. “Section 6 Grade Separation” provides 11 conditions, as shown in Table 7-3, for which 

public at-grade crossings “should be considered for grade separation or otherwise eliminated” 

if any one or more of the set thresholds are met or exceeded. A review of the existing public atgrade crossings determined that Conditions i) through vi) are not currently met, nor expected to 

be met, within the DC2RVA project corridor. Conditions vii) through xi) were determined to be 

potentially applicable, and were therefore included in a crossing elimination screening analysis 

that was conducted as one step of the overall at-grade crossing evaluation. A variety of detailed 

roadway and railroad input data, as well as train operational data, was required to complete the 

analysis. 

TABLE 7-3: FHWA CONDITIONS FOR EVALUATING AT-GRADE CROSSINGS FOR 

POTENTIAL CROSSING ELIMINATION 

FHWA Condition Applicability to DC2RVA At-Grade Crossings 

i. The road is a part of the designated Interstate Highway 

System. 

Not applicable - None of the at-grade crossings include a road 

that is part of the Interstate Highway System. 

ii. The road is otherwise designed to have full controlled 

access. 

Not applicable - None of the at-grade crossings are fully 

access controlled. 

iii. The posted road speed equals or exceeds 70 mph. Not applicable - The posted highway speed at all at-grade 

crossings does not equal or exceed 70 mph. 

iv. Annual average daily traffic (AADT) exceeds 100,000 in 

urban areas or 50,000 in rural areas. 

Not applicable - The AADT at the at-grade crossings does not 

exceed these limits. 

v. Maximum authorized train speed exceeds 110 mph. Not applicable - The maximum authorized speed for the 

Project is 90 mph and does not exceed 110 mph at any of the 

at-grade crossings. 

vi. An average of 150 or more trains per day or 300 million 

gross tons per year. 

Not applicable - The average number of trains per day at the 

at-grade crossings does not exceed these limits. 

vii. An average of 75 or more passenger trains per day in 

urban areas or 30 or more passenger trains per day in 

rural areas. 

Potential applicability to existing and future conditions. 

viii. Crossing exposure (the product of the number of 

trains per day and AADT) exceeds 1 million in urban areas 

or 250,000 in rural areas; or 

Potential applicability to existing and future conditions. 

ix. Passenger train crossing exposure (the product of the 

number of passenger trains per day and AADT) exceeds 

800,000 in urban areas or 200,000 in rural areas. 

Potential applicability to existing and future conditions. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-20 Alternatives Technical Report 

TABLE 7-3: FHWA CONDITIONS FOR EVALUATING AT-GRADE CROSSINGS FOR 

POTENTIAL CROSSING ELIMINATION 

FHWA Condition Applicability to DC2RVA At-Grade Crossings 

x. The expected accident frequency for active devices with 

gates, as calculated by the USDOT Accident Prediction 

Formula including five-year accident history, exceeds 0.5. 

Potential applicability to existing and future conditions. 

xi. Vehicle delay exceeds 40 vehicle hours per day. Potential applicability to existing and future conditions. 

Refer to Appendix OO for full details of the screening analysis, which resulted in 5 crossings 

meeting or exceeding FHWA condition thresholds in 2015 and 21 crossings meeting or 

exceeding FHWA condition thresholds by 2025. Accordingly, these crossing locations were 

considered for grade separation and/or closure as part of the at-grade crossing evaluation 

process. However, the triggering of these thresholds is not intended to be prescriptive and the 

proposed action will be based on a variety of considerations and local crossing conditions. 

The Tier II EIS for the Richmond to Raleigh segment of the SEHSR corridor also evaluated the 

rail corridor between Main Street Station in Richmond and Centralia along the CSXT S-Line 

(DC2RVA’s (Segment 17: AM Junction to Centralia – S-Line). The Richmond to Raleigh Tier II 

assumed the corridor would be “closed” (e.g. all at-grade crossings would be closed or gradeseparated) to facilitate a passenger train speed of up to 110 mph. Table 7-4 below compares the 

Richmond to Raleigh Tier II recommendations for grade crossings with those developed by 

DRPT using the DC2RVA approach described above.

TABLE 7-4: COMPARISON OF CROSSING RECOMMENDATIONS, AM JUNCTION TO CENTRALIA 

– S-LINE (AMCE) 

Segment Milepost Crossings 

Location 

Richmond to Raleigh Tier II 

EIS Recommendation 

DRPT Recommendation for 

DC2RVA 

17: AM Junction 

to Centralia – SLine (AMCE) 

S 0.77 Maury Street Grade separated, new road overpass Four quad gates 

S 1.19 Private 

crossing 

(4th Street 

extension) 

Closed Four quad gates 

S 1.66 Goodes Street Grade separated, new road overpass Grade separated, new road overpass 

S 2.38 Federal Paper 

(Private 

crossing) 

Closed Four quad gates 

S 2.99 Commerce 

Road 

Grade separated, new road overpass Grade separated, new road overpass 

S 3.95 Ruffin Road Grade separated, new rail bridge 

over road 

Median treatment 

S 4.43 Bells Road 

(Route 161) 

Grade separated, new road overpass Median treatment 

S 4.97 Dale Avenue Grade separated, new road overpass Closure 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-21 Alternatives Technical Report 

TABLE 7-4: COMPARISON OF CROSSING RECOMMENDATIONS, AM JUNCTION TO CENTRALIA 

– S-LINE (AMCE) 

Segment Milepost Crossings 

Location 

Richmond to Raleigh Tier II 

EIS Recommendation 

DRPT Recommendation for 

DC2RVA 

S 6.35 Texaco Road 

(Private 

crossing) 

Closed Four quad gates 

S 6.70 Station Road 

(Private 

crossing) 

Grade separated, new road overpass Four quad gates 

S 9.16 Kingsland 

Road (Route 

611) 

Grade separated, new road overpass Median separators 

S 9.83 Brinkley Road 

(Route 1622) 

Grade separated, new road overpass Closure 

Step 2: Site-Specific Conditions at Individual Crossings 

Site-specific conditions were documented at each existing at-grade crossing location. These 

characteristics were identified as the aspects of the roadway, railroad, and/or surrounding area 

(defined as a 1,000-foot radius around the crossing) that potentially physically or operationally 

affect the design and control of the type of the crossing to be proposed, and included the 

following: 

 Traffic Data and Traffic Operations. Including crossing roadway classification and 

number of lanes; daily volumes; adjacent or intersecting driveways and streets 

(including distance from crossing); and presence of pedestrian and bicycle crossings. 

 Train Data and Rail Operations. Including daily volumes; number of tracks. 

 Safety / Geometric Deficiencies. Including roadway and/or railroad deficiencies that 

affect safety, such as: sight distance; crossing angle; minimum widths, clearances, or 

striping/signage; or horizontal and vertical alignment. 

 Major Environmental Impacts. Including: parks / recreation areas; schools; high 

priority cultural and/or historic areas; wetlands; military installations; and wetlands. 

 Engineering Considerations. Feasibility issues, such as horizontal and vertical 

alignment, if grade separation of crossing was considered. 

 Adjacent Property Uses. Including type and intensity/density of land uses on each side 

of crossing. 

 Preliminary Cost-Benefit. For locations where grade separation was considered. 

 Accessibility. Including summary of area/uses that the crossing roadway serves, and if 

the crossing provides sole access (i.e., no feasible alternate route to property/properties). 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-22 Alternatives Technical Report 

 Connectivity to Adjacent Crossings. Including distances to closest upstream (to the 

north) and downstream (to the south) crossings. 

 Crossing Safety Treatment Considerations. Including proximity to intersection 

driveways and/or roadways, if median separation or four quadrant gates were 

considered. 

 Special Uses at Crossing. Including use and/or access to the crossing by emergency 

vehicles; school buses; and public transit. 

7.3.2.4 Summary of Results 

Decisions regarding whether an existing at-grade crossing should be eliminated (grade 

separated or closed) or improved through the installation of traffic control devices or site 

and/or surface improvements depend upon a number of factors including the FHWA crossing 

elimination guidance criteria as well as safety, operational, and cost considerations, as 

summarized in the previous sections. Table 7-5 summarizes the decision-making process for 

proposed improvements at public at-grade crossings and Table 7-6 summarizes the decisionmaking process for private at-grade crossing proposed improvements. As shown in these tables, 

there are multiple “paths” to a potential proposed action, using a variety of data. 

TABLE 7-5: SUMMARY OF DECISION-MAKING DIAGRAM, PUBLIC CROSSINGS

Condition Proposed Action(s) Considered 

If any 1 of the 11 FHWA condition thresholds are met or 

exceeded in 2015 or 2025 

 Grade Separation 

 Closure 

If an adjacent crossing is located within 1 rail mile  Closure 

If there are rail or roadway safety or geometric deficiencies to be 

mitigated 

 Geometric Safety Improvement 

 Grade Separation 

 Closure 

If the existing condition is gates (not four quadrant)  Median Treatment 

 Four Quadrant Gate 

If there are existing median treatment or four quadrant gates  No Action 

TABLE 7-6: SUMMARY OF DECISION-MAKING DIAGRAM, PRIVATE CROSSINGS

Condition Proposed Action(s) Considered 

If a farm / residence or industrial crossing has feasible alternate 

routes  Closure 

If a crossing is commercial / used by the public  Median Treatment 

 Four Quadrant Gate 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-23 Alternatives Technical Report 

TABLE 7-6: SUMMARY OF DECISION-MAKING DIAGRAM, PRIVATE CROSSINGS

Condition Proposed Action(s) Considered 

If a residence / farm crossing provides sole access  Locking Gate 

If an industrial crossing provides sole access  Four Quadrant Gate 

 Locking Gate 

If the crossing is on a military property  Four Quadrant Gate 

If the crossing is exclusively railroad access  No Action 

Refer to Appendix OO for full details and locations of the following results. 

The at-grade crossing evaluation resulted in the following proposed actions at the 50 existing atgrade public crossings in the main DC2RVA corridor: 

 Grade Separate: 8 Crossings 

 Closure: 12 Crossings 

 Median Treatment: 9 Crossings 

 Four Quad Gates: 19 Crossings 

 No Action: 2 Crossings 

The proposed actions for the 19 existing private at-grade crossings in the DC2RVA corridor are 

summarized below: 

 Four Quad Gate: 5 crossings (all commercial, military, and/or industrial property uses). 

 Locking Gate: 13 crossings (all residential and/or farm property uses) 

 No Action: 1 crossing (railroad exclusive access property use) 

7.4 PEDESTRIAN CROSSINGS 

The DC2RVA rail corridor has 19 dedicated pedestrian-only crossings, including 11 at-grade 

pedestrian crossings, 6 grade-separated pedestrian overpasses, and 2 pedestrian underpasses. 

Both pedestrian underpasses—the Mt. Vernon Trail in Northern Virginia and the Dupont 

crossing south of Richmond—were evaluated in the same manner as the rail bridges over road 

crossings described later in this chapter. Pedestrian at-grade crossings were evaluated for site 

conditions that could affect the rail alignment. Safety at pedestrian at-grade crossings was not 

assessed as part of the alternatives development and screening process but will be evaluated in 

Chapter 4 the Draft EIS. 

The pedestrian grade-separated overpasses were evaluated for sufficient space under the 

crossing structure for addition of a new track. Vertical clearance was evaluated for each 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-24 Alternatives Technical Report 

pedestrian crossing was no issues were found. DRPT’s potential findings of the evaluation of 

pedestrian overpasses included: 

 There is sufficient room for a new track on the east side. 

 There is sufficient room for a new track on the west side. 

 There is insufficient room to add a track unless the existing tracks are realigned. 

 There is insufficient room to add a track unless the pedestrian overpass is rebuilt or 

removed. 

 There is insufficient room unless minor improvements are made to increase the vertical 

clearance to the required standard by implementing any combination of the following; 

roadbed or railroad undercutting; bridge raising and profile adjustment; or horizontal 

clearance with modifications to existing piers. 

Table 7-7 describes the pedestrian grade-separated overpass crossings and the assessments 

needed to accommodate the addition of a third track. 

TABLE 7-7: PEDESTRIAN GRADE-SEPARATED CROSSINGS 

Segment Milepost Crossings Location Assessment Findings for Rail Alignment 

in relation to Pedestrian Bridges 

04: Lorton to Powells Creek 

(LOPC) CFP 97.87 

Pedestrian bridge over 

tracks for FranconiaSpringfield VRE Station 

Insufficient clearance for a new track unless the 

pedestrian bridge is lengthened 

CFP 89.10 

Pedestrian bridge over 

tracks at Woodbridge 

Station 

Space available for an additional track on the 

east side. Pedestrian bridge needed to access 

new track 

CFP 87.82 

Pedestrian bridge over 

tracks at Veterans 

Memorial Park 

Space available for an additional track on either 

the east or west side 

CFP 85.30 Pedestrian bridge over 

tracks at Rippon Station 

Insufficient clearance for a new track unless the 

pedestrian bridge is lengthened to the east for 

access to the park 

05: Powells Creek to 

Arkendale (PCAR) CFP 81.87 Industrial pedestrian bridge 

Currently being replaced by others 

CFP 76.68 Pedestrian bridge over 

tracks 

Construction of third track does not affect 

existing pedestrian crossing 

All of the grade-separated pedestrian crossings are located in the Northern Virginia portion of 

the DC2RVA corridor, where land use and populations are denser compared to the southern 

portion of the corridor. All of the 11 at-grade pedestrian crossings are located in the town of 

Ashland. Figure 7-2 gives examples of the Ashland at-grade pedestrian crossings. Figure 7-3 

maps these at-grade crossings along the corridor. DRPT determined the existing or planned 

pedestrian crossings along the corridor did not constrain the preliminary alignments evaluated 

for the DC2RVA project. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-25 Alternatives Technical Report 

FIGURE 7-2: AT-GRADE PEDESTRIAN CROSSINGS 
Old Lane

Walmsley Blvd Bells Road

Broad Rock Blvd E Commerce Road

Jahnke Road Maury Street

Hospital Street/ N 7th Street

Hungary Road Hermitage Road

Mountain Road

Mill Road

Ashcake Road

England Street/

Thompson Street

Mine Road

Landsdowne Road

Potomac Avenue

Featherstone Road

\\cltsmain\gis_data\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_7-1_CrossingsStaged_11x17.mxd | Last Updated: 01.04.2016

Figure 7-3 

Public At-Grade

Crossings that

Trigger an FHWA

Guideline for

Potential Grade

Separation

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap Source: 2015 ESRI

Topographic Map

06 12

Miles

1 inch = 12 miles

@ 8.5 x 11 inches

2015: Existing

Conditions

2025: New

Passenger Service

Starts

2045: 20-Year

Planning Horizon

DC2RVA Project

Corridor

Legend
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-27 Alternatives Technical Report 

7.5 RAIL BRIDGE OVER ROAD UNDERPASS EVALUATION 

The evaluation of underpasses focused on the feasibility of adding a new bridge to carry a new 

track over the road on either side of the existing track, and assumed that existing clearances 

between the road and structure are adequate for the addition of a track over the road. Potential 

new rail bridge structures were assumed by DRPT to be similar to existing rail bridges over the 

roads (see Table 7-8). Potential findings of the rail bridge over road underpass assessment 

included: 

 A new rail bridge could be built to accommodate a single track added on the east side. 

 A new rail bridge could be built to accommodate a single track added on the west side. 

 There is insufficient space to build a new rail bridge over the road underpass. 

TABLE 7-8: EXISTING RAIL BRIDGE OVER ROAD UNDERPASS ASSESSMENT SUMMARY 

Segment Milepost Location Assessment Findings for Rail Bridges over Road 

Underpasses 

01: Arlington to 

Alexandria 

(ROAF) 

CFP 

110.05 

George Washington 

Memorial Parkway (SR 400) 

Space available for a new rail bridge on the east or west 

side 

CFP 

105.85 

East Braddock Road Space available on existing bridge to accommodate a new 

single track on the east side 

CFP 

105.37 

Commonwealth Avenue Space available on existing bridge to accommodate a new 

single track on the east side 

CFP 

105.30 

King Street (Route 7) Space available on existing bridge to accommodate a new 

single track on the east side 

02: Alexandria to 

Franconia (AFFR) 

CFP 

102.76 

Holmes Run Trail 3 existing tracks at this location, no additional 

construction. 

CFP 

102.60 

Eisenhower Avenue 3 existing tracks at this location, no additional 

construction 

CFP 

102.15 

Eisenhower Avenue 

Connector/Clermont 

Avenue 

3 existing tracks at this location, no additional 

construction 

CFP 

101.07 

South Van Dorn Street 

(Route 613) 

3 existing tracks at this location, no additional 

construction 

03: Franconia to 

Lorton (FRLO) 

CFP 96.04 Unnamed Road Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CFP 95.74 Newington Road/SR 877 Space available for new rail bridge built to accommodate a 

single track on the east or west side 

04: Lorton to 

Powells Creek 

(LOPC) 

CFP 92.58 Lorton Road (Route 642) Space available for new rail bridge built to accommodate a 

single track on the east side 

CFP 90.63 Jefferson Davis Highway 

(Route 1) 

Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CFP 90.04 Furnace Road (Route 611) Space available for new rail bridge built to accommodate a 

single track on the east or west side 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-28 Alternatives Technical Report 

TABLE 7-8: EXISTING RAIL BRIDGE OVER ROAD UNDERPASS ASSESSMENT SUMMARY 

Segment Milepost Location Assessment Findings for Rail Bridges over Road 

Underpasses 

05: Powells Creek 

to Arkendale 

(PCAR) 

CFP 78.60 Martin Street A project is underway to add a third track independent of 

DC2RVA 

06: Arkendale to 

Dahlgren (ARDJ) 

CFP 68.01 Andrew Chapel Road 

(Route 629) 

Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CFP 61.79 Harrell Road (Route 623) Space available for new rail bridge built to accommodate a 

single track on the east or west side 

07: Dahlgren to 

Fredericksburg 

(DJFB) 

CFP 60.58 White Oak Road Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CFP 59.98 Naomi Road (Route 607) Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CFP 59.45 Sophia Street Space available for new rail bridge on the east side 

CFP 59.41 Caroline Street Space available for new rail bridge on the east side 

CFP 59.35 Princess Anne Street Space available for new rail bridge on the east side 

CFP 59.28 Charles Street 

(Route 17 Business) 

Space available for new rail bridge on the east side 

08: 

Fredericksburg to 

Hamilton (FBHA) 

There are no rail bridges in this segment. 

10: Crossroads to 

Guinea (XRGU) 

There are no rail bridges in this segment. 

11: Guinea to 

Milford (GUMD) 

There are no rail bridges in this segment. 

13: North 

Doswell to 

Elmont(NDEL) 

CFP 19.58 Taylorsville Road (Route 

689) 

Space available for new rail bridge on the east or west side 

CFP 17.70 Elletts Crossing Road 

(Route 641) 

Space available for new rail bridge on the east or west side 

15: Greendale to 

SAW/WAY 

(GNSA) 

There are no rail bridges in this segment. 

16: SAY to AM 

Junction – 

Hermitage Lead 

(SAAM) 

There are no rail bridges in this segment. 

17: AM Junction 

to Centralia – SLine (AMCE) 

SRN 0.30 East Marshall Street Space available for new rail bridge built to accommodate a 

single track on the east or west side 

SRN 0.23 East Broad Street Space available for new rail bridge built to accommodate a 

single track on the east or west side 

SRN 0.00 East Main Street Space available for a single track on the west side 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-29 Alternatives Technical Report 

TABLE 7-8: EXISTING RAIL BRIDGE OVER ROAD UNDERPASS ASSESSMENT SUMMARY 

Segment Milepost Location Assessment Findings for Rail Bridges over Road 

Underpasses 

S 0.07 East Cary Street Space available for a single track on the west side 

S 0.19 East Byrd Street / 

Dock Street 

Space available for new rail bridge built to accommodate a 

single track on the east side 

S 1.27 Unnamed industrial access 

road 

Space available for new rail bridge built to accommodate a 

single track on the east side 

18: WAY to 

Centralia – A-Line 

(WACE) 

A 5.5 Walmsley Blvd/Route 647 Space available for new rail bridge built to accommodate a 

single track on the east or west side with the addition of 

crash walls 

ARN 0.36 Riverside Drive No proposed changes to the track or highway at this 

location 

ARN 1.08 Route 146 northbound 

(Downtown Expressway 

connector to Powhite 

Parkway) 

No proposed changes to the track or highway at this 

location 

ARN 1.01 Powhite Parkway 

southbound (Route 76) 

No proposed changes to the track or highway at this 

location 

18: Rivanna 

Junction to Beulah 

(RJBE) 

CA 84.99 East Marshall Street Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CA 84.91 East Broad Street Space available for new rail bridge built to accommodate a 

single track on the east or west side 

CA 84.70 East Main Street Space available for new rail bridge built to accommodate a 

single track on the west side 

CA 84.61 East Cary Street Space available for new rail bridge built to accommodate a 

single track on the west side 

CA 84.55 Dock Street/South 18th 

Street 

Space available for new rail bridge built to accommodate a 

single track on the west side 

7.6 RAIL BRIDGES OVER RAIL 

There are 4 locations where rail bridges cross over existing railroad tracks along the DC2RVA 

corridor. One of these crossings is the well-known “Triple Crossing” located in a part of 

Richmond known as Shockoe Bottom, just south of Main Street Station. Figure 7-4 shows the 

three tracks that make up this crossing. The Bellwood Subdivision bridges over an NS rail line 

while crossing beneath CSXT’s east-west James River line. The rail bridges over and under the 

Bellwood Subdivision have clearance restrictions. This prevents the Bellwood Subdivision from 

being used by double-stack container trains or Amtrak’s double-deck Superliner equipment 

used on the Auto Train. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-30 Alternatives Technical Report 

FIGURE 7-4: TRIPLE CROSSING 

Additional information related to rail over rail crossings is presented in Table 7-9 along with 

assessments for the additional track. 

TABLE 7-9: RAIL BRIDGES OVER RAIL CROSSINGS 

Segment Milepost Overpass Location Assessment Findings for Rail 

Alignment 

02: Alexandria to Franconia (AFFR) CFP 102.86 CSXT bridge over Norfolk 

Southern (NS) Railway 

tracks 

3 existing tracks at this location, no 

additional construction 

CFP 101.82 WMATA Metrorail (Blue 

Line) bridge over CSXT 

3 existing tracks at this location, no 

additional construction 

17: AM Junction to Centralia – S-Line 

(AMCE) 

S 0.18 CSXT’s James River line 

bridge crosses over the 

Bellwood CSXT bridge 

over NS tracks (Triple 

Crossing) 

Insufficient space to meet Basis of 

Design; adding track requires variance 

to reduce track centers from 15 feet 

to 13 feet and to allow for a close 

clearance through the structure 

18: Rivanna Junction to Beulah (RJBE) CA 84.05 NS tracks No track improvements are proposed 

for this area other than relatively 

minor rail signal modifications. Existing 

NS tracks are located at-grade in a 

depressed road bed that runs 

approximately parallel to the existing 

elevated CSXT mainline tracks near 

the East Main Street (Route 5) 

intersection. No track improvements 

are proposed for the elevated CSXT 

rail structure or adjacent at-grade NS 

tracks. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-31 Alternatives Technical Report 

7.7 RAIL GRADE CROSSINGS 

There are two locations where a railroad crosses another railroad track at-grade on the corridor. 

There is a rail grade crossing of the BBRR and CSXT main line at mile marker CA 111.72, part of 

the North Doswell to Elmont CSXT main line subsection in Hanover County. The at-grade 

crossing is located 280 feet south of the Doswell Road. Figure 7-5 highlights the location where 

the BBRR (east-west) crosses the CSXT Richmond, Fredericksburg, and Potomac (RF&P) 

Subdivision (north-south). DRPT recommends that the third track be added to the CSXT line on 

the east side of the existing tracks to avoid impacting the tracks on the west side for the BBRR 

yard and industrial siding at Doswell. DRPT considered a flyover alternative at this location to 

carry passenger trains over the BBRR without slowing for the diamond crossing; however, the 

reduction in travel time was minimal and there were potential impacts to multiple historic 

resources. DRPT dismissed a Doswell flyover from further consideration. 

There is a second rail grade crossing south of the James River, where the CSXT S-Line and NS 

cross at Rocketts in south Richmond. The NS line was primarily used to service the City’s 

Wastewater Treatment Plant to the east, but is now seldom used. DRPT considered grade 

separating this crossing by raising the S-Line over the NS line for those Richmond alignment 

alternatives that routed passenger trains to the S-Line. DRPT dismissed a grade separation at 

this location from further consideration as unnecessary given the lack of rail traffic on the NS 

line. Figure 7-6 highlights the location where the CSXT S-Line crosses the NS line south of the 

James River. 

FIGURE 7-5: RAIL GRADE CROSSING AT DOSWELL 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-32 Alternatives Technical Report 

Figure 7-6: CSXT S-Line crossing the NS line south of the James River 

7.8 RAIL STRUCTURES OVER WATERWAYS 

The DC2VRA corridor runs north-south, while most surface waterways flow from west to east 

towards the Chesapeake Bay. As a result, the corridor crosses numerous large, moderate, and 

small waterways using a combination of bridges and large and small culverts. These waterways 

are characterized as rivers, streams, creeks, and brooks. There are 68 rail structures over 

waterways along the corridor, including bridges and large culverts that exceed 6 feet in 

diameter. Of these rail structures, 14 are considered major bridges. Major bridges are those 

bridges that require one or more center piers between spans to carry the track over the 

waterway. These major bridges were the focus of DRPT’s evaluation of rail structures over 

waterways. Additional bridges longer than 6 feet, referenced as other bridges, were also 

evaluated and presented below. There are also numerous smaller culverts, less than 6 feet in 

diameter, that convey minor waterways across the rail corridor. These smaller culverts and 

waterways were not evaluated as part of the alternatives development and screening process. 

DRPT has assumed that new rail structures will be required to convey any new track across the 

waterways. This will mean construction of new bridges or extension of existing culverts. 

Additional bridge construction can add substantial design constraints, permitting and 

construction costs to the Project, especially for major bridges over large waterways. Existing rail 

bridges are owned and maintained by CSXT and are assumed by DRPT to be in reasonable 

condition unless otherwise noted. 

DRPT conducted a screening assessment of the waterway crossings with major bridges based 

on a series of preliminary reconnaissance studies and observations. DRPT’s screening 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-33 Alternatives Technical Report 

assessment evaluated possible limits on construction of a new rail bridge over the waterway. 

Assessment findings included: 

 There is sufficient space and access to construct a new bridge upstream (west) of the 

existing rail bridge. 

 There is sufficient space and access to construct a new bridge downstream (east) of the 

existing rail bridge. 

Per the DC2RVA project’s Basis of Design, the major rail bridge structures over waterways 

would be new parallel structures in close proximity4 to and similar to the existing structure. 

DRPT has assumed that the condition of existing CSXT-owned and maintained bridges is 

sufficient, and that existing bridges will not need to be replaced. Therefore, DRPT is 

recommending building new parallel bridges to accommodate the third track. The new major 

bridges would be designed with a superstructure to support one track, but a substructure to 

accommodate the addition of a second track in the future without further disturbance of the 

waterway. Other smaller bridges and culverts would be designed to carry one track. Major 

bridge construction descriptions and alignment assessments are listed in Table 7-10 below. 

DRPT assumed that new bridges would be constructed similar to the existing bridges, including 

pier/foundation size and placement, span length, navigation clearance, and appearance, unless 

otherwise noted. 

TABLE 7-10: MAJOR RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Bridge 

Conditions 

Assessment Findings for 

New Bridge and Track 

Alignment 

04: Lorton to 

Powells Creek 

(LOPC) 

CFP 90.00 Occoquan River, 

Fairfax/Prince 

William County 

919 feet, double-track truss 

bridge, built in 1914. Crosses 

over Marina Way on south end. 

Navigable waterway 

New double track bridge, east 

and parallel to existing 

alignment 

CFP 84.70 Neabsco Creek, 

Prince William 

County 

727 feet, double track deck 

plate girder on steel 

substructure bridge, built in the 

1940s. Navigable waterway 

New double track bridge, 

west/upstream, and 

immediately adjacent to the 

existing alignment 

CFP 83.50 Powells Creek, 

Prince William 

County 

1,080 feet, double-track deck 

plate girder on concrete 

substructure bridge, built in the 

1940s. Non-navigable waterway 

New double track bridge, 

west/upstream, and parallel to 

existing alignment 

 

4 New bridges would be located approximately 25 feet or greater from the existing bridge and parallel to the existing 

bridge. The actual distance between the bridges would be determined during final design. 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-34 Alternatives Technical Report 

TABLE 7-10: MAJOR RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Bridge 

Conditions 

Assessment Findings for 

New Bridge and Track 

Alignment 

05: Powells 

Creek to 

Arkendale 

(PCAR) 

CFP 79.2 Quantico Creek 2 Bridges at this crossing; the 

new bridge is 1,760 feet, double 

track concrete girders on 

drilled shafts, built in 2008. 

Older bridge is 1,950 feet, single 

track built in 1988 composed of 

precast concrete superstructure 

and substructure elements. 

Navigable waterway 

3rd track under construction, 

no additional construction 

required 

CFP 77.20 Chopawamsic 

Creek, Quantico 

170 feet, double track 

prestressed concrete slab on 

concrete substructure bridge. 

Non-navigable waterway 

3rd track under construction, 

no additional construction 

required 

06: Arkendale 

to Dahlgren 

(ARDJ) 

CFP 70.78 Aquia Creek, 

Stafford County 

1,321 feet, double-track deck 

plate girder on concrete 

substructure bridge, built in 

1946. Navigable waterway 

New double track bridge, 

east/downstream, and parallel 

to existing alignment 

CFP 65.25 Potomac Creek, 

Stafford County 

410 feet, double track deck 

plate girder on concrete 

substructure bridge, built in 

1899. Leeland Road (Route 626) 

crosses under south end of 

bridge. Non-navigable waterway 

New double track bridge, 

east/downstream, and parallel 

to existing alignment 

07: Dahlgren to 

Fredericksburg 

(DJFB) 

CFP 59.57 Rappahannock River, 

Fredericksburg 

650 feet, double-track concrete 

arch bridge, built in 1927. 

Sophia Street crosses under 

south end of bridge. Navigable 

waterway 

New double track bridge, 

east/downstream, and parallel 

to existing alignment 

12: Milford to 

North Doswell 

(MDND) 

CFP 34.80 Mattaponi River, 

Caroline County 

208 feet, double track deck 

plate girder on concrete 

substructure bridge. Nonnavigable waterway 

New double track bridge, 

west/upstream, and parallel to 

existing alignment 

CFP 23.82 North Anna River 

(Including Unnamed 

industrial road at 

south end), Hanover 

County 

330 feet, double track deck 

plate girder on concrete 

substructure bridge. Nonnavigable waterway 

Sufficient space for double 

track on the west side, and/or 

a new rail overpass built to 

accommodate a single track 

on the west side 

13: North 

Doswell to 

Elmont (NDEL) 

CFP 19.50 Little River, Hanover 

County 

249 feet, deck plate girder on 

concrete substructure bridge, 

built in 1916. Non-navigable 

waterway 

New double track bridge, 

west/upstream, and parallel to 

existing alignment; span, 

foundation type, and 

configuration similar to 

existing structure 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-35 Alternatives Technical Report 

TABLE 7-10: MAJOR RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Bridge 

Conditions 

Assessment Findings for 

New Bridge and Track 

Alignment 

17: AM Junction 

to Centralia – 

S-Line (AMCE) 

S 0.28 James River, 

Downtown 

Richmond City 

1,903 feet, single track bridge, 

built in 1936. Navigable 

waterway 

New single track bridge with 

substructure to support 

double track, 

east/downstream, and parallel 

to the existing alignment 

18: WAY to 

Centralia–ALine (WACE) 

ARN 0.66 James River, 

Richmond City, 

adjacent to Powhite 

Parkway 

2,278 feet, double track 

concrete arch bridge, located 

on East Branch Tuckahoe 

Creek, built in 1919. NS tracks 

and Riverside Drive cross under 

this bridge. Non-navigable 

waterway 

Project modifications end at 

Meadows on the south side. 

No proposed changes to the 

track at this location. 

The remaining rail bridges over waterways include bridges without center piers and culverts 

greater than 6 feet in diameter. These bridges and culverts were evaluated for possible 

constraints to adding a new bridge or culvert extension to carry an additional track. DRPT’s 

bridges assessments represent whether it is feasible to either add track with a new structure to 

the east or west of the existing track. Table 7-11 describes the existing conditions and DRPT’s 

assessments for these additional waterway crossings. 

TABLE 7-11: OTHER RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Conditions 

Assessment Findings 

for New Structure and 

Rail Alignment 

01: Arlington to 

Alexandria 

(ROAF) 

CFP 107.86 Four Mile Run Creek, 

Alexandria City 

380 feet, double track deck 

plate girder on concrete 

substructure bridge. Nonnavigable waterway. 

Space available for new rail 

bridge on east side for a 

fourth track 

03: Franconia to 

Lorton (FRLO) 

CFP 94.07 Accotink Creek, 

Fairfax County 

90 feet, double track deck plate 

girder on concrete 

substructure bridge. Nonnavigable waterway. 

Space available for new rail 

bridge built to 

accommodate a single track 

on east or west side 

CFP 93.14 Pohick Creek 90 feet, double track deck plate 

girder on concrete 

substructure bridge. Nonnavigable waterway. 

Space available for new rail 

bridge built to 

accommodate a single track 

on east or west side 

04: Lorton to 

Powells Creek 

(LOPC) 

CFP 86.80 Farm Creek, Prince 

William County 

25 feet, double track 

prestressed concrete box 

girder on concrete masonry 

bridge. Non-navigable 

waterway. 

Space available for new rail 

bridge built to 

accommodate a single track 

on east or west side 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-36 Alternatives Technical Report 

TABLE 7-11: OTHER RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Conditions 

Assessment Findings 

for New Structure and 

Rail Alignment 

CFP 86.10 Unnamed Creek 20 feet, double track deck plate 

girder on concrete 

substructure bridge. Nonnavigable waterway. 

Space available for new rail 

bridge built to 

accommodate a single track 

on east or west side 

05: Powells Creek 

to Arkendale 

(PCAR) 

CFP 74.20 Unnamed creek 

(Widewater) 

46.75 feet, double track deck 

plate girder on concrete 

substructure bridge. Nonnavigable waterway. 

3rd track under 

construction, no additional 

construction required 

07: Dahlgren to 

Fredericksburg 

(DJFB) 

CFP 60.00 Claiborne Run, 

Stafford County 

40 feet, double track concrete 

arch bridge. Non-navigable 

waterway. 

Space available for new rail 

bridge built to 

accommodate a single track 

on east or west side 

09: Hamilton to 

Crossroads 

(HAXR) 

CFP 54.44 Massaponax 

Creek/Deep Run 

(Including Unnamed 

private road at north 

end), Spotsylvania 

County 

20 feet, double track bridge. 

Non-navigable waterway. 

3rd track under 

construction, no additional 

construction required 

CFP 53.80 Unnamed private 

road (access may be 

closed at dead end 

streets) 

30 feet, box culvert. Culvert 

appears to have been extended 

east of the tracks as part of the 

Spotsylvania County VRE 

Station. 

3rd track under 

construction, no additional 

construction required 

12: Milford to 

North Doswell 

(MDND) 

CFP 32.10 Polecat Creek, 

Caroline County 

105 feet, double track through 

plate girder bridge. Nonnavigable waterway. 

New single track bridge, 

west/upstream, and parallel 

to existing alignment; span, 

foundation type, and 

configuration similar to 

existing structure 

14: Elmont to 

Greendale 

(ELGN) 

CFP 10.60 Chickahominy River, 

Henrico County 

105 feet, deck plate girder 

bridge, built 1987. Nonnavigable waterway. 

New single track bridge, 

west/upstream, and parallel 

to existing alignment; span, 

foundation type, and 

configuration similar to 

existing structure 

17: AM Junction 

to Centralia – SLine (AMCE) 

S 0.17 Richmond City Canal 

(crosses over canal 

and canal walk) 

Portion of 3,286 feet 

viaduct/bridge. Existing single 

track on viaduct with 

insufficient width for 15’ track 

centers. Design variance 

required to construct second 

track on existing viaduct 

structure. 

Space available for single 

track on the east side 
CORRIDOR CROSSING OPTIONS 

D.C. to Richmond Southeast High Speed Rail 7-37 Alternatives Technical Report 

TABLE 7-11: OTHER RAIL BRIDGES OVER WATERWAY CROSSINGS 

Segment Milepost Location Existing Conditions 

Assessment Findings 

for New Structure and 

Rail Alignment 

S 0.19 ACOE James River 

floodwall (north 

bank) 

Portion of 3,286 feet 

viaduct/bridge 

Existing opening in floodwall 

is insufficient for a second 

track only. Floodwall 

modifications required to 

construct second track and 

maintain floodwall integrity. 

S 0.56 ACOE James River 

floodwall (south 

bank) 

Portion of 3,286 feet 

viaduct/bridge 

Existing opening in floodwall 

is insufficient for a twotrack bridge. Floodwall 

modifications required to 

construct second track and 

maintain floodwall integrity. 

S 6.87 Falling Creek 

Branch/Marina Drive, 

Chesterfield County 

220 feet, double track bridge No proposed changes to 

the track at this location 

18: WAY to 

Centralia – ALine (WACE) 

A 9.11 Kingsland Creek, 

Chesterfield County 

80 feet, double track bridge. 

Non-navigable waterway 

Space available for a new 

rail bridge built to 

accommodate a single track 

on the east or west side 
D.C. to Richmond Southeast High Speed Rail 8-1 Alternatives Technical Report

STATION LOCATION OPTIONS 

This chapter evaluates existing and potential passenger rail stations on the DC2RVA corridor, 

and identifies stations and station improvements for further evaluation in the Draft EIS. The 

DC2RVA project proposes to generally maintain existing intercity passenger rail service 

patterns while increasing the frequency and reliability of service on the corridor. The Project 

does not involve wholesale changes in existing station locations or stopping patterns of existing 

passenger trains, although some new potential stations and service patterns identified during 

project scoping are considered. The Project may modify existing train schedules to 

accommodate the proposed new passenger services provided by DC2RVA, as described in 

Chapter 2, which include five new Northeast Regional (SEHSR) trains making daily roundtrips 

and four Interstate Corridor (SEHSR) trains making daily roundtrips. Passenger train schedules 

for new and existing trains will be described in the DC2RVA Service Development Plan, 

prepared subsequent to the Final EIS. 

Stations evaluated in this chapter include existing Amtrak stations and potential new intercity 

passenger rail stations proposed for consideration during Project scoping. This chapter 

includes the following: 

 Identification of existing and potential intercity passenger rail station locations for 

intercity passenger rail service in the Washington, D.C. to Richmond corridor 

 Development of functional criteria used to evaluate intercity passenger rail station 

locations and key station characteristics 

 Screening of existing and potential intercity passenger rail station locations 

 Identification of reasonable intercity passenger rail station options to be considered in 

the Tier II EIS 

The Project does not preclude future changes to service patterns and intercity passenger rail 

station locations, nor does it preclude development of new stations in the future. Virginia 

Railway Express (VRE) commuter rail stations existing and/or under construction are also 

evaluated for track alignments to accommodate expanded commuter platforms and new island 

platforms in accordance with the Project’s Basis of Design; the Project does not include 

construction of new platforms for stations that will only be served by VRE. 

The DC2RVA project corridor is already a well-established passenger rail corridor, with four 

types of Amtrak passenger trains serving eight stations. The four types of Amtrak passenger 

trains, previously described in Chapter 2, include: 

8
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D.C. to Richmond Southeast High Speed Rail 8-2 Alternatives Technical Report

 Northeast Regional Service – There are currently six Northeast Regional trains 

operating in Virginia (Northeast Regional (Virginia)) as extensions of Northeast 

Corridor train service from Boston and New York that continues through Washington, 

D.C. to points in Virginia. These six trains provide regional passenger rail service along 

the length of the NEC and DC2RVA corridor, making frequent local station stops. As of 

2015, Northeast Regional (Virginia) trains provided six daily round trips in Virginia that 

used all or part of the DC2RVA corridor and stopped at all of the Amtrak stations in the 

DC2RVA corridor (with the exception of the Auto Train station in Lorton, VA). Virginia 

provides funding for Northeast Regional (Virginia) trains operating in the state under a 

cost-sharing agreement with Amtrak, as required by the Passenger Rail Investment and 

Improvement Act of 2008. The DC2RVA project proposes to add five new Northeast 

Regional (SEHSR) passenger trains making daily roundtrips from Richmond, Norfolk 

and Newport News, VA to Washington, D.C. New York, and Boston via the DC2RVA 

corridor and the NEC. These trains are anticipated to stop at all Amtrak passenger 

stations on the DC2RVA corridor, with the exception of the Auto Train station in Lorton. 

 Interstate Corridor Service – Interstate Corridor trains operating in Virginia are similar 

to the Northeast Regional (Virginia) trains; providing intercity train service from Boston 

and New York that extends through Virginia to North Carolina. As of 2015, there is one 

Interstate Corridor train, named the Carolinian, operating on the DC2RVA corridor. The 

Interstate Corridor (Carolinian) makes a daily round trip between New York, NY and 

Charlotte, NC. This train’s operation is funded by the state of North Carolina, under the 

same law that mandates Virginia’s funding of Northeast Regional (Virginia) trains. The 

Carolinian serves several of the Amtrak stations in the DC2RVA corridor. Four new 

Interstate Corridor (SEHSR) passenger trains are proposed to operate daily roundtrips 

from Charlotte and Raleigh, NC to Washington, D.C. and New York via the DC2RVA 

corridor and the NEC. These Interstate Corridor (SEHSR) trains are anticipated to make 

limited stops within the DC2RVA corridor. 

 Long Distance Service – Long Distance passenger trains operate on routes greater than 

750 miles. Similar to the Northeast Regional (Virginia) and Interstate Corridor 

(Carolinian) services, Long Distance Service operates from New York and continues 

through Washington, D.C. to Virginia and points south. As of 2015, Amtrak provides 

Long Distance Service with five round trip trains that use the DC2RVA corridor; the 

daily Palmetto, Silver Star, and Silver Meteor trains use the full length of the DC2RVA 

corridor continuing through Virginia to Georgia and Florida; the daily Crescent, and 

Cardinal which operate three times per week use the portion of the DC2RVA corridor 

between Washington and Alexandria, then diverge onto NS to points west and south. 

Long Distance trains in the DC2RVA corridor currently serve Washington Union 

Station, Alexandria Union Station, and Richmond’s Staples Mill Road Station only, with 

the exception of the Silver Meteor, which added a stop at Fredericksburg in 2015. 

 Auto Train – The Auto Train is a separate Long Distance service that is unique both 

among trains in the DC2RVA corridor and the entire Amtrak system. It operates as a 

daily nonstop, overnight train between dedicated station facilities in Lorton, VA and 

Sanford, FL. The Auto Train operates with bi-level Superliner passenger equipment 

(coaches, lounges, diners, and sleepers) and also uses special multi-level aluminum 

vehicle carrier cars that transport automobiles. The train has a maximum consist length 

of 50 cars. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-3 Alternatives Technical Report

The Amtrak Auto Train station in Lorton, VA, is not considered as a potential station for 

DC2RVA service. Amtrak only provides the Auto Train service out of this station, and it 

is located on a constrained site that is presently configured for loading and unloading 

passenger vehicles onto rail cars, and the addition of regular intercity passenger-only 

service would require modifications that would disrupt Auto Train operations. 

Additional information about the Lorton Auto Train station can be found in Appendix 

PP. 

The Northern Virginia area of the corridor also includes VRE stations that provide commuter 

rail service. VRE trains stop at their own stations in addition to several stations shared with 

Amtrak. 

The DC2RVA project will increase capacity to deliver higher speed passenger rail, improve 

conventional speed passenger service, expand commuter rail, and accommodate growth of 

freight rail service, in an efficient and reliable multimodal rail corridor. The increased capacity 

will improve passenger rail service frequency, reliability and travel time in a corridor shared by 

growing volumes of passenger, commuter, and freight rail traffic, thereby providing a 

competitive option for travelers between Washington, D.C. and Richmond and those traveling 

to and from adjacent connecting corridors. Passenger stations serve as a gateway for the 

traveling public to access rail services, and are therefore a key aspect of making passenger rail a 

competitive option for travelers. Station locations should accommodate efficient rail operations 

and be convenient to both business and leisure travelers. Stations serving intercity passenger 

trains should be located in or near city centers; larger metropolitan areas may also have 

passenger stations in the suburbs. Stations comprise functional elements that support passenger 

arrivals and departures, including platforms, station buildings or shelters, pickup and drop off 

areas, parking facilities and intermodal connections. The design and implementation of each of 

these elements affects the passenger experience. A suitably-located station with functional 

elements that provides safe and efficient service for the passenger supports the DC2RVA project 

Purpose and Need by creating a positive passenger experience, thereby helping to make 

intercity passenger rail travel in the DC2RVA corridor and beyond a competitive choice. 

Functional criteria were developed for the station evaluations by identifying key characteristics 

of stations that support demand for intercity passenger rail service, including station location, 

existing site conditions, surrounding population density and commercial activity, multimodal 

connectivity1

, and distance between station stops. These criteria are based on guidelines from 

the FRA and standards developed by Amtrak, the American Railway Engineering and 

Maintenance of Way Association (AREMA), and other local and national rail station studies. 

The conceptual level station assessments described in this chapter evaluate existing and 

potential intercity passenger rail stations and identify reasonable station options to be 

considered in the DC2RVA Tier II EIS. 

 

1

 Multimodal connectivity refers to the ability for passengers to connect to multiple modes of transportation, such as 

passenger rail, commuter rail, subway or streetcar service, bus service, private vehicles, bicycles, and pedestrian 

modes. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-4 Alternatives Technical Report

This conceptual level station assessment evaluates station suitability to support the Project’s 

Purpose and Need, including whether the ability of the station facilities and location to support 

for increased passenger service frequency and ridership demand. The effects of passenger 

station improvements, including expansion of station facilities such as parking, are addressed in 

the Tier II EIS. Potential changes in service (train stop frequency and schedules) will be 

addressed in the Tier II EIS and in additional detail in the DC2RVA Service Development Plan. 

Intercity passenger rail stations may be affected by the Project as follows: 

 Existing passenger stations may be improved or expanded in accordance with Amtrak’s 

station facility guidelines and ridership service requirements, including new station 

buildings, parking, and other facilities to meet ridership demand and increased service 

frequency. 

 New passenger stations may be established and existing stations re-located or closed to 

meet ridership demand and/or to improve passenger service and rail operational 

efficiency. 

 Amtrak station platforms may be reconfigured and new island platforms added to meet 

new track alignments and the Project’s Basis of Design. Track alignments at VRE stations 

will accommodate expanded platforms and new island platforms in accordance with the 

Project’s Basis of Design; the Project does not include construction of new platforms for 

stations that will only be served by VRE. 

 Future passenger service frequency and schedules may change; stations may receive 

more or less Long Distance, Interstate Corridor (SEHSR), or Northeast Regional (SEHSR) 

train services than they do now; or stations may receive more or less funding for 

improvements from public or private sources. 

A summary of station locations recommended for consideration in the Tier II EIS is provided in 

Table 8-1, additional detail is provided in section 8.3.6 of this document. 

TABLE 8-1: SUMMARY OF STATIONS DRPT RECOMMENDS FOR EVALUATION IN THE TIER II 

EIS 

Station Location 

Current 

Passenger 

Rail 

Service 

Potential 

Station 

Facility 

Changes 

Potential Rail Service Changes 

No 

Service, 

Close 

Station1

Shift Long 

Distance 

Service2

Add 

Interstate 

Corridor 

Service 

(SEHSR) 

Add 

Northeast 

Regional 

(SEHSR) 

Service 

Alexandria City of 

Alexandria 

Long 

Distance 

(all) 

Interstate 

Corridor 

(Carolinian) 

Northeast 

Regional 

(Virginia) 

Expand 

platforms (work 

to be done by 

others) 

 
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D.C. to Richmond Southeast High Speed Rail 8-5 Alternatives Technical Report

TABLE 8-1: SUMMARY OF STATIONS DRPT RECOMMENDS FOR EVALUATION IN THE TIER II 

EIS 

Station Location 

Current 

Passenger 

Rail 

Service 

Potential 

Station 

Facility 

Changes 

Potential Rail Service Changes 

No 

Service, 

Close 

Station1

Shift Long 

Distance 

Service2

Add 

Interstate 

Corridor 

Service 

(SEHSR) 

Add 

Northeast 

Regional 

(SEHSR) 

Service 

Woodbridge Woodbridge 

(Prince 

William 

County) 

Northeast 

Regional 

(Virginia) 

Expand 

platforms 

 

Quantico Town of 

Quantico 

(Prince 

William 

County) 

Northeast 

Regional 

(Virginia) 

Expand 

platforms (work 

to be done by 

others) 

Fredericksburg City of 

Fredericksburg 

Long 

Distance 

(Silver 

Meteor) 

Interstate 

Corridor 

(Carolinian) 

Northeast 

Regional 

(Virginia) 

New station 

building, parking 

structure, 

expand 

platforms  

Ashland Town of 

Ashland 

(Hanover 

County) 

Northeast 

Regional 

(Virginia) 

New station 

building, parking 

structure, 

expand 

platforms

 

Ashcake Road Town of 

Ashland 

(Hanover 

County) 

None, 

possible 

new station 

replacing 

Ashland 

station 

New station 

building, parking 

structure, 

expand 

platforms 

 

Staples Mill 

Road 

 Henrico 

County 

Long 

Distance 

(all) 

Interstate 

Corridor 

Northeast 

Regional 

(Virginia) 

New station 

building, parking 

structure, 

expand 

platforms   
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D.C. to Richmond Southeast High Speed Rail 8-6 Alternatives Technical Report

TABLE 8-1: SUMMARY OF STATIONS DRPT RECOMMENDS FOR EVALUATION IN THE TIER II 

EIS 

Station Location 

Current 

Passenger 

Rail 

Service 

Potential 

Station 

Facility 

Changes 

Potential Rail Service Changes 

No 

Service, 

Close 

Station1

Shift Long 

Distance 

Service2

Add 

Interstate 

Corridor 

Service 

(SEHSR) 

Add 

Northeast 

Regional 

(SEHSR) 

Service 

Boulevard City of 

Richmond 

None, 

possible 

new station 

replacing 

both Staples 

Mill and 

Main Street 

stations 

New station 

building, parking 

structure, 

expand 

platforms    

Broad Street City of 

Richmond 

None, 

possible 

new station 

replacing 

both Staples 

Mill and 

Main Street 

stations 

New station 

building, parking 

structure, 

expand 

platforms    

Main Street 

Station 

City of 

Richmond 

Northeast 

Regional 

(Virginia) 

parking 

structure, 

expand 

platforms 

   

Table Notes: 

1. In some station/service options, a current station may be closed (Ashland, Staples Mill Road, Main Street Station) or a new station not 

created (Boulevard, Broad Street). 

2. The DC2RVA project does not include any new trains providing long distance passenger service. However, some station/service options in 

the Richmond area include potentially shifting existing long distance service from Staples Mill Road station to other Richmond station options. 

8.1 STATIONS IN THE DC2RVA CORRIDOR 

Intercity passenger rail stations in the DC2RVA corridor addressed in this chapter include 

Amtrak passenger stations (existing) and potential new passenger stations identified during 

Project scoping, within prior corridor studies, or based on a preliminary review of rail 

alignments in the Richmond area that had sufficient tangent track for Long Distance platforms. 

Amtrak’s Station Program Planning Guidelines, 2013, recommends that platforms 

accommodate the full length of a typical train consist to allow for maximum flexibility. 

Basically, platforms should be as long as the longest trains they serve, so all cars have access to 

the platform for loading and unloading passengers, without requiring a second station stop. 

The DC2RVA Basis of Design calls for stations served by Northeast Regional (Virginia and 

SEHSR) and Interstate Corridor (Carolinian and SEHSR) to have platforms 850 feet in length. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-7 Alternatives Technical Report

Stations served by Amtrak’s Long Distance trains should have platforms 1,200 feet long. 

Available space for platform length requirements was one of the components taken into 

consideration by DRPT in evaluating existing and potential new intercity passenger rail stations 

for this Project2

. Amtrak’s passenger services currently serve multiple stations in the corridor. 

These stations are listed in Table 8-2. DRPT evaluated the existing Amtrak passenger stations 

for their ability to continue providing intercity passenger rail service. 

VRE provides commuter rail service between Washington, D.C. and Spotsylvania County, VA 

along the northern portion of the corridor. Table 8-3 lists VRE stations in the corridor, including 

stations under construction. As described in Table 8-2, VRE also shares some station stops with 

Amtrak. DRPT evaluated the existing and planned VRE stations and VRE’s planned platform 

expansions to ensure the Project’s track alignments at the VRE stations accommodated 850 feet 

long platforms and island platforms where possible. Descriptions of these VRE 

stations/locations and their existing facilities and attributes are provided in Appendix PP. 

Several locations for potential new or replacement intercity passenger stations were identified 

during Project scoping and from prior corridor studies. These potential station locations, which 

include some VRE stations and new station locations, are identified in Table 8-4. DRPT 

evaluated these possible new or replacement station locations for their suitability to serve as 

intercity passenger rail stations. In addition, DRPT reviewed rail alignments in the Richmond 

area to identify areas that had sufficient tangent track for 1,200 feet long platforms to determine 

if other areas not identified during scoping could be suitable for a combined Richmond station. 

DRPT identified seven areas with sufficient tangent track, but dismissed these areas from 

further consideration as locations for intercity passenger rail stations for the DC2RVA project 

due to potential incompatibility with existing land uses, lack of accessibility to local primary 

roads and/or transit, potential historic and natural resources impacts, and distance from the 

city center. 

Figure 8-1 show the existing, planned, and potential stations in the DC2RVA corridor. 

 

2 DRPT evaluated all potential station locations and station layouts or platform improvements based on the 

appropriate platform lengths stated in the DC2RVA Basis of Design. Amtrak’s 2013 Station Program Planning 

Guidelines allow for minimum platform lengths of 425 feet for Northeast Regional trains and 300 feet for State 

Corridor trains; however the minimum platform length of 300 feet should only be uti8lized at stations with low 

ridership and short trains of four or fewer passenger coaches. Platform lengths for Long Distance Trains should not 

be minimized. 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_Ch6_Corridor_Stations_20150817.mxd | Last Updated: 12.29.2015

Figure 8-1

DC2RVA 

Corridor 

Overview Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap Source: ESRI

1 inch = 11 miles

@ 8.5 x 11 inches

[ 0 5.5 11

Miles

Existing Track

I3 Existing Amtrak

Station

I3 Existing VRE Station

II3 Existing Amtrak/VRE

Station

I3 Planned VRE Station

Æb Potential Amtrak

Station

Legend
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TABLE 8-2: EXISTING AMTRAK STATIONS IN THE DC2RVA CORRIDOR 

Station Location Existing Amtrak Passenger 

Services 

Other Rail Services 

Washington Union 

Station1

Washington, D.C. Long Distance 

Interstate Corridor (Carolinian) 

Northeast Regional (Virginia) 

VRE, Maryland Area 

Regional Commuter 

(MARC), Metrorail 

Alexandria Union 

Station2

City of Alexandria Long Distance 

Interstate Corridor (Carolinian) 

Northeast Regional (Virginia) 

VRE, Metrorail 

Woodbridge Woodbridge 

(Prince William County) 

Northeast Regional (Virginia) VRE 

Lorton Auto Train Lorton 

(Fairfax County) 

Auto Train None 

Quantico Town of Quantico 

(Prince William County) 

Interstate Corridor (Carolinian) 

Northeast Regional (Virginia) 

VRE 

Fredericksburg City of Fredericksburg Long Distance 

Interstate Corridor (Carolinian) 

Northeast Regional (Virginia) 

VRE 

Ashland Town of Ashland 

(Hanover County) 

Northeast Regional (Virginia) None 

Staples Mill Road Henrico County Long Distance 

Interstate Corridor (Carolinian) 

Northeast Regional (Virginia) 

None 

Main Street Station City of Richmond Northeast Regional (Virginia) - Newport 

News Services only 

None 

Table Notes: 

1) Washington Union Station is the northern terminus of the DC2RVA corridor for purposes of evaluating ridership and train operations but is 

not considered part of the corridor for purposes of station evaluation or rail improvements. 

2) Alexandria Union Station is typically referred to as “Alexandria Station” so as not to be confused with Washington Union Station. 
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TABLE 8-3: VRE STATIONS IN THE DC2RVA CORRIDOR 

Station Location Status Other Passenger Rail Services 

L’Enfant Plaza1 Washington, D.C. Existing Metrorail, Amtrak2

Crystal City Arlington County Existing Metrorail 

Alexandria City of Alexandria Existing Amtrak, Metrorail 

Franconia-Springfield Springfield (Fairfax County) Existing Metrorail 

Lorton Lorton (Fairfax County) Existing None 

Woodbridge Woodbridge (Prince William 

County) 

Existing Amtrak 

Rippon Woodbridge (Prince William 

County) 

Existing None 

Potomac Shores Dumfries (Prince William County) Under 

Construction 

None 

Quantico Town of Quantico (Prince William 

County) 

Existing Amtrak 

Brooke Stafford (Stafford County) Existing None 

Leeland Road Falmouth (Stafford County) Existing None 

Fredericksburg City of Fredericksburg Existing Amtrak 

Spotsylvania Spotsylvania County Existing None 

Table Notes: 

1) L’Enfant Plaza is within the DC2RVA corridor for purposes of evaluating ridership and train operations but is not considered part of the 

corridor for purposes of station evaluation or rail improvements. 

2) L’Enfant Plaza is not an Amtrak station; however, under an agreement between Amtrak, VRE, and DRPT, Northeast Regional (Virginia) 

Trains may stop at L’Enfant Plaza to accommodate VRE passengers with step-up tickets. 
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D.C. to Richmond Southeast High Speed Rail 8-11 Alternatives Technical Report

TABLE 8-4: POTENTIAL LOCATIONS FOR NEW PASSENGER STATIONS IN THE DC2RVA 

CORRIDOR 

Station Location Status/Origination1 Potential Other 

Passenger Rail 

Service 

Crystal City/National 

Airport 

Arlington County Potential new station location identified 

during public scoping, dismissed from 

further consideration. 

VRE, Metrorail 

Spotsylvania Spotsylvania County Potential new station combined with 

existing VRE station. 

VRE 

Carmel Church Caroline County Potential new station location identified 

from prior studies and public scoping, 

dismissed from further consideration. 

None 

Vaughan Road Town of Ashland Potential new station location to 

replace existing Ashland Station 

identified during public scoping, 

dismissed from further consideration. 

None 

Patrick Road Town of Ashland Potential new station location to 

replace existing Ashland Station 

identified during public scoping, 

dismissed from further consideration. 

None 

Ashcake Road Hanover County Potential new station location to 

replace existing Ashland Station 

identified during public scoping. 

None 

Cedar Lane Glen Allen 

Henrico County 

Potential new station location based on 

DRPT review of rail alignment; 

dismissed from further consideration 

None 

Greenwood Road Glen Allen 

Henrico County 

Potential new station location based on 

DRPT review of rail alignment; 

dismissed from further consideration. 

None 

Mountain Road Glen Allen 

Henrico County 

Potential new station location based on 

DRPT review of rail alignment; 

dismissed from further consideration. 

None 

Parham Road Henrico County Potential new station location identified 

from prior studies, dismissed from 

further consideration. 

None 

Boulevard City of Richmond Potential new station location identified 

during public scoping 

None 

Broad Street City of Richmond Potential redevelopment of historic 

train station (currently Science Museum 

of Virginia) identified during public 

scoping. 

None 

Hull Street Road South Richmond Potential new station location based on 

DRPT review of rail alignment; 

dismissed from further consideration. 

None 

Warwick/Bells Road South Richmond Potential new station location based on 

DRPT review of rail alignment; 

dismissed from further consideration. 

None 
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D.C. to Richmond Southeast High Speed Rail 8-12 Alternatives Technical Report

TABLE 8-4: POTENTIAL LOCATIONS FOR NEW PASSENGER STATIONS IN THE DC2RVA 

CORRIDOR 

Station Location Status/Origination1 Potential Other 

Passenger Rail 

Service 

Walmsley Boulevard South Richmond Potential new station location based on 

DRPT review of rail alignment, 

dismissed from further consideration. 

None 

Chester Road Chester Potential new station location based on 

DRPT review of rail alignment, 

dismissed from further consideration. 

None 

Table Notes: 

1) DRPT considered and dismissed from further consideration many of the potential new station locations identified below; others were 

carried forward into the Draft EIS for further consideration. See Section 8.3 for additional detail on each station location. 

8.2 STATION LOCATION AND FACILITY CRITERIA 

Station location, size, amenities, and function are critical elements in meeting the Project’s 

Purpose and Need to make intercity passenger rail a competitive transportation choice. 

Intercity passenger rail stations should be conveniently located near the urban center, readily 

accessible by other transit as well as by car, and appealing to both business and leisure 

travelers. The Project’s Basis of Design identifies documents that were used for this evaluation 

and serves as a guide for the conceptual design and preliminary engineering of Project 

alternatives to meet the Purpose and Need, including stations. Table 8-5 lists some of these 

documents. 

TABLE 8-5: STATION LOCATION AND DESIGN GUIDANCE DOCUMENTS 

Name Date Publisher/ 

Source Description 

DC2RVA Southeast High Speed 

Rail Basis of Design 

February 2015 DRPT Developed in collaboration with FRA, 

VRE, Amtrak, CSXT, and VDOT. 

Multi-modal System Design 

Guidelines 

October 2013 DRPT DRPT has developed guidelines for 

transit oriented development but not 

for intercity passenger rail stations. 

Railroad Corridor 

Transportation Plans: A Guidance 

Manual 

July 8, 2005 FRA FRA guidance to long term planning 

proponent of new or improved highspeed intercity rail services. 

Station Area Planning for HighSpeed and Intercity Passenger 

Rail 

June 2011 FRA Multijurisdictional reference tool 

provided by the FRA to support 

station area planning and 

development. 

Amtrak Station Program and 

Planning Guidelines 

May 1, 2013 Amtrak Amtrak specific design guidelines, 

planning processes and development 

standards. 

VRE Station Design Guidelines November 2002, revised 

November 1, 2014 

VRE VRE specific design guidelines, planning 

processes and development standards. 
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TABLE 8-5: STATION LOCATION AND DESIGN GUIDANCE DOCUMENTS 

Name Date Publisher/ 

Source Description 

Manual for Railway Engineering 2015 AREMA Guidelines will be considered when 

potential station improvements would 

affect track alignment. 

CSXT Engineering and Operating 

Standards 

November 1, 2014 CSXT Description of the basis of design for 

the CSX track. 

FRA’s Station Area Planning for High-Speed and Intercity Passenger Rail reference document is 

organized around three station area planning principles: 

1. Location: Optimize the station location. 

2. Transportation: Maximize station connections with other transportation modes. 

3. Development: 

– Shape it through urban design. 

– Focus infill development around the station. 

The FRA guidelines note that projected ridership along a particular corridor is heavily 

influenced by station accessibility and proposed train schedules. The location and number of 

stations along the corridor will affect ridership and revenue as well as local community land 

uses. The DC2RVA corridor traverses urban, suburban, and rural areas and includes stations 

with different passenger and community needs; therefore, the design considerations will vary 

among stations. 

Amtrak guidelines are used as a primary basis for assessing existing stations, as this study 

considers improved passenger rail service along an existing corridor. Additionally, any station 

improvements will need to comply with Amtrak requirements since the corridor will continue 

to host Amtrak trains. The Amtrak guidelines recommend that passenger rail stations serve as 

multi-modal transportation centers with connections to local bus, commuter rail, subway, 

and/or streetcar systems, in addition to highway access. 

While taking into account existing development patterns, stations can become a catalyst for 

infill development in the surrounding area. The FRA and Amtrak station planning guidelines 

call for train stations to function as gateways to the cities they serve, and they encourage transit 

oriented development with a mix of land uses. 

8.2.1 Station Location 

Intercity passenger rail station locations are subject to several, at times conflicting, demands 

including: 

 Stations should be readily accessible to where people live and work. 

 Too many station stops excessively lengthen trip times. 

 Too few stations will limit access and reduces rail system ridership. 
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D.C. to Richmond Southeast High Speed Rail 8-14 Alternatives Technical Report

 Station sites need to cater to both business and leisure travel. 

 Stations need an appropriate mix of transit connections and accommodations for 

automobile access, including parking facilities. 

FRA’s Railroad Corridor Transportation Plans: A Guidance Manual (2005) identifies the following 

general guidelines for locating corridor rail passenger stations: 

1. Each city should have a station located in or near the central business district (CBD).3

This is mandatory for larger Metropolitan Statistical Areas (MSAs), with metropolitan 

populations of 150,000 or more. To operate otherwise would undermine the inherent 

advantages of passenger rail systems. Central locations are highly desirable, if at all 

possible, for smaller cities as well. This center city station should have direct access to 

local transit systems (bus, rail, taxi, etc.), as well as appropriate amounts of parking for 

private cars. 

2. One or more suburban stations need to be provided in the larger metropolitan areas 

with easy access to the local primary road system in order to accommodate potential 

riders living outside the city centers. These “beltway”-type stations cater to automobileoriented riders and thus need to have many hundreds, if not several thousand, parking 

spaces to fulfill their role in corridor transportation. 

3. Every effort should be made to have each corridor station serve as a regional intermodal 

passenger terminal for all forms of regional and local transportation systems. 

Neither FRA nor Amtrak provides specific standards or guidance on preferred distances 

between rail stations. Rather, station locations are determined by relative proximity to major 

business areas and local area populations. Adequate distance between station stops should be 

provided to maximize average operating speed and reduce trip time. Locating stations in close 

proximity to each other would be unreasonable for intercity passenger train operations except 

in high density urban areas where multiple stations provide essential distribution for 

passengers. While it is acceptable to have separate stations serving the city center and suburbs 

of major urban areas, avoiding short distances between station stops outside of those areas is 

important to maintain a desirable overall trip time and maximize average operating speeds. In 

addition, each station represents costs for operation and maintenance; fewer stations mean less 

cost to operate the system. The number of stations should optimize higher ridership with lower 

operating expenses. 

8.2.2 Ridership 

Ridership, the number of passengers being carried during a period of time, is an essential 

consideration for a station location because it is a means to measure whether the potential 

benefits of providing rail service to that location can be achieved. Current ridership numbers 

have been established for the existing Amtrak stations and level of service along the corridor. 

 

3 The central business district (CBD) is not defined by FRA’s guidelines, but is generally considered to be a City’s 

downtown area, e.g. the commercial, office, retail, and cultural center of the city. The CBD is usually the focal point 

for transportation networks. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-15 Alternatives Technical Report

Ridership projections are being developed as part of the Draft EIS to forecast ridership for 

future service levels at potential new stations and existing stations. Forecasting models can 

project ridership using ridership surveys and other available data as inputs. 

While sufficient multi-modal origin and destination (O&D) travel data is being developed to 

generate a ridership forecast for the corridor (to be presented in the Tier II EIS, other more 

readily available information such as population density and economic activity was used to 

evaluate the potential ridership demand for a station location. Station locations in areas of dense 

population are preferable for intercity passenger rail service, as higher population densities 

generally indicate higher ridership. Economic centers are characterized by large concentrations 

of commercial, institutional, tourist, or industrial activity. This criterion provides consideration 

of a station in a regional area that has potential to generate specific ridership opportunities. 

Additional details pertaining to ridership projections, including trip time (both door-to-door 

trip time and scheduled trip time), train on-time performance (e.g. schedule reliability), traffic 

considerations, and parking analysis will be further expanded on in the Tier II EIS. 

FRA’s Final State Rail Plan Guidance from 2013 describes FRA’s preferred methodology to define 

the population with access to passenger rail service as the population of Census tracts within a 

10- and 30-mile radius of the stations. FRA also encourages use of other measures of 

accessibility, including the population within a 30-minute drive of a rail station and the 

population within a 30-minute transit ride of a rail station. DRPT, in its Intercity Passenger Rail 

and Operating Capital (IPROC) fund application procedures, identifies a catchment area radius 

of 10 to 25 miles to define the population with access to passenger rail service. Therefore, 

existing and projected ridership (where available) and population density within a 10-mile 

radius, a 25-mile radius, and a 30-minute driving time of each station location were used to 

compare potential station locations. Station locations with comparatively high ridership and/or 

comparatively high population densities are favored for consideration for additional service 

under the DC2RVA project. 

8.2.3 Station Categories 

Amtrak’s Station Program and Planning Guidelines classify stations into four groups based on 

projected annual ridership. Each station category includes a list of program components typical 

of that station category. The four station categories include: 

 Category 1 – Large Stations serve the center and edges of large urban areas, and are 

highly integrated with supporting public transportation systems. These stations are 

typically a key component of urban and regional multi-modal transportation networks, 

are staffed to provide ticketing and support services, and often include retail space or 

transit oriented development surrounding the station. Category 1 stations typically 

serve over 400,000 passengers per year. Terminal stations are often Category 1.4

 

4 “Amtrak Station Program and Planning Guidelines.” Amtrak, 2013, 

http://www.greatamericanstations.com/downloads/station-planning-and-program-guidelines_secure, accessed 

May 13, 2015. Page 27. 
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D.C. to Richmond Southeast High Speed Rail 8-16 Alternatives Technical Report

 Category 2 – Medium Stations are staffed, serve a wide variety of communities, and 

vary widely in rail service type and program function. Category 2 stations are primarily 

oriented to State Corridor service, or major destinations along Amtrak’s Long Distance 

services, and have ticket offices and minimal staff. Category 2 stations typically serve 

between 200,000 and 400,000 passengers per year. 

 Category 3 – Caretaker Stations are not staffed by Amtrak agents, but include an 

interior waiting facility, with restrooms, that is opened, closed, and maintained by an 

Amtrak caretaker or staffed by another entity. Category 3 stations are expected to serve 

between 20,000 and 200,000 passengers per year. 

 Category 4 – Shelter Stations are not staffed and include only a shelter and/or platform 

canopy to protect passengers from the weather. Category 4 stations are expected to serve 

less than 20,000 passengers per year. 

The amenities provided at individual stations may vary due to location-specific needs. Table 8-

6, from Amtrak’s Station Program and Planning Guidelines document, identifies features typically 

associated with each station category. 

TABLE 8-6: STATION CHARACTERISTICS BY CATEGORY

  

  

Station Type Category 1 

(Large) 

Category 2 

(Medium) 

Category 3 

(Caretaker) 

Category 4 

(Shelter) 

Projected Annual 

Ridership 

Greater than 

400,000 

100,000 to 

400,000 

20,000 to 

100,000 

Less than 

20,000 

Station 

Location 

Environment 

High Density (Urban)      

Medium Density 

(Town/Suburban)  

Low Density 

(Suburban/Rural) 

 

Multi-Modal 

Services 

Full Range (Metro/Light Rail)      

Basic (Bus)      

Minimal (Auto/Taxi)   

Customer 

Service Staffing 

Level 

Fully Staffed, Management 

Present      

Basic Staff for Ticketing 

Baggage, Train Operations   

Caretaker, No Passenger 

Assistance  

Unstaffed 

Baggage 

Services 

Checked Baggage/Red 

Cap/Package Express     

Checked Baggage/Agent 

Assistance      
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D.C. to Richmond Southeast High Speed Rail 8-17 Alternatives Technical Report

TABLE 8-6: STATION CHARACTERISTICS BY CATEGORY

  

  

Station Type Category 1 

(Large) 

Category 2 

(Medium) 

Category 3 

(Caretaker) 

Category 4 

(Shelter) 

Projected Annual 

Ridership 

Greater than 

400,000 

100,000 to 

400,000 

20,000 to 

100,000 

Less than 

20,000 

None  

Station 

Configuration 

Side Platforms    

Vertical Circulation to 

Platforms 

  

Terminal Services      

Station Access 

Pick-up/Drop-off Zone    

Vehicular Parking    

Transit and Bus Access    

Taxi Access   

Bike Parking/Access    

Source: Amtrak, Station Program and Planning Guidelines, 2012. 

Key:  Typical characteristics 

 Service based on route type, ridership, train frequency, and other considerations 

Passenger access to the station and nearby multi-modal services is a key consideration for 

evaluating station locations, whereas customer service, staffing, and baggage checking services 

are more related to ridership levels and facility/site designs. Station site configuration is 

important to determine the suitability of a station location to provide passenger access to trains 

without interfering with other passenger and freight train service.

8.2.3.1 Multi-Modal Services 

Amtrak’s Station Program and Planning Guidelines list convenient access to the station as one 

of their key objectives, and specify that stations should be major hubs in a multimodal network 

connecting downtown and other important places in the region. Therefore, stations located in 

areas that maximize multimodal connections are preferred by DRPT for this Project. Stations 

with proximity to rapid transit, commuter rail, local and intercity bus, major roadways, or 

airports will improve connection between travel modes and provide riders maximum mobility. 

Multimodal connections are defined as proximate if there are on-station site connections or sites 

that provide a direct shuttle or other link. Bike and pedestrian connectivity to the station 

completes the multimodal framework. Stations without nearby connections to services of other 

travel modes are less desirable. 

8.2.3.2 Station Configuration 

FRA includes the following among railroad operating characteristics that need to be taken into 

account when evaluating and designing station sites for corridor applications. 
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1. Each station track configuration should provide for the through movement of trains 

along the corridor without having to reverse the train’s direction at any time. Through 

stations are almost always preferable to stub-end terminals, both at the endpoints and 

intermediate points in a corridor. 

2. The length of a station platform should be as long as the longest anticipated passenger 

train in order to avoid a very time-consuming double stop at the station and to allow 

maximum flexibility in train makeup. Amtrak provides the same guidance in their 2013 

Station Program and Planning Guidelines. 

The DC2RVA Basis of Design establishes the following station platform characteristics for 

stations along the corridor:

 Fully accessible, meeting ADA requirements. This typically means level boarding 

platforms (48 inches above top of rail) where not in conflict with freight rail operations, 

or low level platforms (8 inches above top of rail) with railcar-based lifts or station-based 

lifts for tracks shared with freight5

 Platforms (side platforms and/or center island platforms) to serve all main line tracks 

 1,200 feet preferred platform length for stations served by Amtrak’s Long Distance trains 

 850 feet preferred platform length for stations served by Amtrak’s Interstate Corridor 

(Carolinian and SEHSR) and Northeast Regional (Virginia and SEHSR) trains and/or 

VRE commuter trains 

 15 feet minimum width for side platforms, 24 feet minimum width for center island 

platforms 

 Grade separated pedestrian crossings of tracks (including elevators) 

 Fences separating tracks through station areas 

8.2.3.3 Station Access 

Passengers access stations through various means, including private automobile, taxi, transit, 

bicycle, and walking. Proper station planning ensures each mode is accommodated and 

transfers are seamless. Station access criteria to be considered in the Tier II EIS include: 

 Private Automobile and Taxi Pick-up Facilities – Areas for private automobile, group 

ride, and taxi stands should be available to facilitate easy passenger drop off and exit 

from stations. Easily identifiable taxi stands should be in close proximity to the main 

station entrance. Where space is available and demand is present, cell-phone waiting 

lots, similar to those found at large airports, should be provided at larger stations to 

alleviate crowding in short-term parking spaces. 

 Parking – Parking is a critical element for stations, particularly those located in 

suburban areas and without multi-modal transit access. The number of parking spaces 

 

5

 The Project’s approved Basis of Design calls for low-level platforms compatible with freight operations for stations 

along main tracks shared with freight. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-19 Alternatives Technical Report

provided should be based on the forecasted ridership demand and modal split of 

patrons (business and leisure travelers) expected to use the station. Parking should 

include both daily parking and overnight parking/multiple day parking. The lack of 

available parking can inhibit the potential use by patrons that prefer or need to use 

private automobiles to access the station. Parking should be convenient to the station to 

facilitate access. The Project’s Basis of Design includes general guidelines for parking 

lots, including the VDOT Statewide Park & Ride Program Policy and Procedures Manual and 

the VDOT Statewide Park & Ride Program Best Practices Guide, both dated February 2013. 

 Private Car Rentals and Car Sharing – Large and heavily used stations on the corridor 

should support car rental and sharing facilities in the station vicinity. While such 

facilities are not appropriate for all locations, larger stations should at least provide 

information regarding area car rental and sharing agencies. 

 Transit – Intercity rail stations in urban areas often have extensive transit connections. 

Transit facilities could include rapid transit stations incorporated directly into building 

structures and adjacent intercity and city bus stops. Stations in suburban locations will 

rely less heavily on transit connections but should incorporate covered bus stops and 

other improvements to facilitate transfers onsite. In the DC2RVA corridor, intercity 

trains may share platforms with VRE commuter rail trains, and some stations are 

adjacent to WMATA light rail stations. 

 Pedestrian – Stations in urban areas may depend heavily on pedestrians. The level of 

expected pedestrian activity will depend on station area land use and population 

density within a reasonable walking distance6

, such as a nearby college campus, offices, 

residential areas, etc. Pedestrian access to a station should include designated walkways, 

lighting, and security systems. 

 Bicycle Parking and Sharing – Stations should be equipped with covered long-term 

bicycle parking facilities. Bicycle parking should include lighting, security systems, and 

some protection from the elements, possibly including bike lockers. Areas with bicycle 

sharing programs should provide facilities for bicycle sharing at the station. 

8.2.4 Other Station Regulations and Industry Standards 

Stations must comply with local, state, and federal codes and generally must adhere to industry 

norms. Construction, renovation, maintenance, or other changes to stations resulting from 

DC2RVA service implementation should follow applicable codes and standards in addition to 

standards adopted for the DC2RVA project and those of station facility owners. 

Stations and station infrastructure should be programmed using the standards and guidelines 

listed in Table 8-5. Station architecture, site layout, parking, landscaping, and streetscape 

 

6 DRPT, in its 2013 “Multimodal System Design Guidelines” defines a reasonable walking distance as approximately 

one mile, or the distance that can be comfortably walked in 10 minutes. The 10-minute walk-shed (approximately 

one mile distance, assuming a lack of barriers such as rivers or major highways) provides a nucleus for activities and 

destinations within easy walking distance. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-20 Alternatives Technical Report

elements should be designed to meet applicable city, county, district, or neighborhood 

guidelines and requirements. 

Where Amtrak and VRE share station facilities, the design intent is to meet the applicable 

criteria of both operators. In the event of conflicts between the criteria, the Amtrak criteria are 

assumed to control unless an alternate criteria has been established and approved by the 

affected Project stakeholders. 

Multimodal connections at stations served by local or regional transit agencies such as the 

Washington Metropolitan Area Transit Authority (WMATA), Alexandria Transit Company’s 

(ATC) DASH, Fairfax County Connector, Fairfax City-University Energysaver (CUE) 

FREDericksburg Regional Transit (FRED), Potomac and Rappahannock Transportation 

Commission (PRTC), Northern Virginia Transportation Commission (NVTC), or GRTC Transit 

System (GRTC) shall be designed in accordance with the respective transit agency’s guidelines. 

Where those guidelines conflict with Amtrak and/or VRE criteria, Amtrak criteria are assumed 

to control followed by VRE criteria. 

8.3 EVALUATION OF EXISTING AND POTENTIAL STATIONS 

A screening process was used to identify reasonable station locations for consideration as part 

of the Project. Stations, including existing Amtrak stations and potential intercity passenger 

stations suggested during Project scoping or in prior studies, were compared and evaluated 

against the criteria described in section 8.2 of this report and summarized below. Existing 

stations and potential new stations with comparatively greater levels of suitability to meet the 

criteria will be evaluated in the Tier II EIS along with rail alignment options. Potential new 

stations that are less able to meet the criteria will not be considered further as part of the 

DC2RVA project; however, this does not preclude these or other station locations from being 

developed in the future, independent of DC2RVA. In addition, existing Amtrak stations were 

evaluated for facility improvements based on ridership projections and Amtrak station 

guidelines. 

The initial screening of existing and potential stations considered the following factors: 

 Station Location (see Section 8.3.1) – characteristics suitable for suburban and/or 

central location per FRA guidelines. 

– Stations in large cities should be in or near the central business district with direct 

access to local primary roads and transit services. 

– Stations in smaller cities/towns should be in or near the central business district 

with direct access to local primary roads. 

– Stations in large city suburban areas should have direct access to local primary roads 

and ample parking. 

 Potential ridership (see Section 8.3.2) – Ridership levels and forecasts (if available). 

Where ridership forecasts have not yet been determined, the following measures were 

used to represent the potential ridership: 

– Population within a 10 mile radius of the station 

– Population within a 25 mile radius of the station 

– Population within a 30 minute driving distance of the station 
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D.C. to Richmond Southeast High Speed Rail 8-21 Alternatives Technical Report

 Station Type (see Section 8.3.3) – Evaluate station/location capability to provide 

amenities and features according to Amtrak station type based on existing and projected 

ridership 

 Multi-Modal Service (see Section 8.3.4) – Other modes of transit service available at 

station 

– Full Range (Fixed guideway transit) 

– Basic (Bus) 

– Minimal (Auto, Taxi) 

 Station Configuration (see Section 8.3.5) 

– Through track at station 

– Tangent track for platforms, minimum 850 feet of platform for Interstate Corridor 

(Carolinian), Northeast Regional (Virginia) and/or VRE trains, and 1,200 feet for 

Long Distance trains. 

– All main tracks with access to passenger platforms 

 Station Access (see Section 8.3.5) – The proximity of each station to major highways and 

local primary roads. Additional site specific access relating to adequate parking, transit 

services, car rental, and pedestrian and bicycle facilities will be reviewed further in the 

Tier II Draft EIS. 

A description of existing and potential intercity passenger stations suggested during Project 

scoping or in prior studies is presented in Section 8.3.5 along with a summary of DRPT’s 

evaluation of their suitability for further consideration as an intercity passenger rail station as 

part of the DC2RVA project. 

8.3.1 Station Location 

In keeping with FRA guidelines, intercity passenger rail stations for the DC2RVA project should 

be located in the center of their respective city, town or urban area, and have direct access to 

local primary roads and transit systems. Larger urban areas may also have a station or stations 

in the suburbs in addition to the central station; suburban stations should have direct access to 

local primary roads, be located in their respective city suburbs and have easy access to local 

primary roads, plus room for ample parking. The Richmond metropolitan area is currently 

served by two stations, Main Street Station located downtown, and Staples Mill Road Station in 

the northwest suburbs. Staples Mill Road Station serves as the primary Amtrak station for the 

area, with Long Distance, Interstate Corridor (Carolinian) and Northeast Regional (Virginia) 

trains providing service. Main Street Station is currently served by two daily Northeast 

Regional (Virginia) trains. During project scoping, the concept of providing intercity passenger 

service in the Richmond area with a single “combined” station serving the needs of both center 

city and suburban users was identified. DRPT determined that such a combined station location 

should have direct access to local primary roads, be in or near the central business district, and 

have direct access to local transit systems. Richmond may also be served by two stations, a 

downtown station and a suburban station. 

Table 8-7 summarizes the station location characteristics for existing Amtrak stations and 

proposed new station locations. 
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D.C. to Richmond Southeast High Speed Rail 8-22 Alternatives Technical Report

TABLE 8-7: STATION LOCATION CHARACTERISTICS 

Station Locality 

Existing or Proposed 

Station Location 

Direct 

Access to 

Local 

Primary 

Roads 

Direct 

Access to 

Local 

Transit 

Systems 

Crystal City Arlington County New station proposed in 

scoping, to be combined 

with VRE and WMATA 

stations at airport. 

Central/urban area 

 

Alexandria City of Alexandria Existing Amtrak/VRE 

station 

Central/urban area  

Woodbridge Prince William 

County 

 Existing Amtrak/VRE 

station 

Suburban  

Quantico Town of Quantico 

Prince William 

County 

 Existing Amtrak/VRE 

station 

Central/suburban 

combined  

Fredericksburg City of 

Fredericksburg 

 Existing Amtrak/VRE 

station 

Central/suburban 

combined  

Spotsylvania Spotsylvania County New station in conjunction 

with VRE station proposed 

during scoping. 

Suburban 

 

Carmel 

Church 

Caroline County New station proposed 

during scoping. 

Suburban  

Vaughan Road Town of Ashland 

Hanover County 

New station proposed 

during scoping to replace 

existing Ashland station 

Suburban 

◒ 

Patrick Road Town of Ashland 

Hanover County 

New station proposed 

during scoping to replace 

existing Ashland station 

Central/suburban 

combined ◒ 

Ashland Town of Ashland 

Hanover County 

Existing Amtrak station Central/suburban 

combined  

Ashcake Road Town of Ashland 

Hanover County 

New station proposed 

during scoping to replace 

existing Ashland station 

Suburban 

 

Cedar Lane Glen Allen 

Henrico County 

New potential station 

location identified by DRPT 

Suburban 

◒ ◒

Greenwood 

Road 

Glen Allen 

Henrico County 

New potential station 

location identified by DRPT 

Suburban 

◒ ◒

Mountain Road Glen Allen 

Henrico County 

New potential station 

location identified by DRPT 

Suburban 

◒ ◒

Parham Road Henrico County New station proposed in 

prior studies to replace 

Staples Mill Road 

Suburban 

 ◒
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D.C. to Richmond Southeast High Speed Rail 8-23 Alternatives Technical Report

TABLE 8-7: STATION LOCATION CHARACTERISTICS 

Station Locality 

Existing or Proposed 

Station Location 

Direct 

Access to 

Local 

Primary 

Roads 

Direct 

Access to 

Local 

Transit 

Systems 

Staples Mill 

Road 

Henrico County Existing Amtrak station Suburban  ◒

Boulevard City of Richmond New station proposed to 

replace both Staples Mill 

Road and Main Street 

Stations in Richmond. 

Central/suburban 

combined  ◒

Broad Street City of Richmond New station proposed to 

replace both Staples Mill 

Road and Main Street 

Stations in Richmond. 

Central/suburban 

combined  

Main Street City of Richmond Existing Amtrak station Central  

Hull Street 

Road 

South Richmond New potential station 

location identified by DRPT 

Suburban ◒ ◒

Warwick/Bells 

Road 

South Richmond New potential station 

location identified by DRPT 

Suburban ◒ ◒

Walmsley 

Boulevard 

South Richmond New potential station 

location identified by DRPT 

Suburban ◒ ◒

Chester Road Chester New potential station 

location identified by DRPT 

Suburban ◒ ◒

Table Notes: Station location has good access. ◒ Station location has fair access. Station location has poor access. Access ratings based 

on existing roads and transit service. 

8.3.2 Potential Ridership 

Potential ridership is used as a measure to predict if a station location would be effective at 

attracting passengers and realizing the benefits of more frequent and reliable passenger rail 

service. Boardings and alightings (passengers getting on and off trains) on Amtrak trains within 

the corridor for 2015 are shown below in Table 8–8. 

TABLE 8-8: BOARDINGS AND ALIGHTINGS 

City Boardings and Alightings 

Alexandria 186,841 

Woodbridge 24,212 

Quantico 32,754 

Fredericksburg 117,423 
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D.C. to Richmond Southeast High Speed Rail 8-24 Alternatives Technical Report

Ashland 28,141 

Richmond – Main Street 45,062 

Richmond – Staples Mill 361,996 

Station Usage in Corridor 796,429 

Source: Amtrak Factsheet: Boardings and Alightings during FY15 in Virginia

Ridership modeling, including station by station ridership projections, is being conducted 

within the Draft EIS to inform the evaluation of alternatives. In order to compare the potential 

ridership at all of the station locations in a consistent manner pending detailed ridership 

modeling in the Draft Tier II EIS, the current and projected populations within given distances 

from station locations are used as a measure of potential ridership. 

For this conceptual review, the current year (2015), anticipated initial service year (2025), and 20 

years of service (2045) population densities have been considered. The populations within a 10 

mile radius and 25 mile radius of each potential station have been identified for each of the 

three years. The population within a 30 minute driving distance of each station location has 

been identified for the year 2015. This information is listed in Table 8-9. 

TABLE 8-9: POPULATION NEAR STATION LOCATIONS 

Station Station 

Location/ 

Type of 

Surrounding 

Land Use 

2015 

Pop. 

within 

10-mile 

radius 

of 

station 

2015 

Pop. 

within 

25-mile 

radius 

of 

station 

2015 

Pop. 

within 

30-min 

driving 

distance 

of 

station 

2025 

Pop. 

within 

10-mile 

radius 

of 

station 

2025 

Pop. 

within 

25-mile 

radius 

of 

station 

2045 

Pop. 

within 

10-mile 

radius 

of 

station 

2045 

Pop. 

within 

25-mile 

radius 

of 

station 

Crystal City Arlington County 

Urban 

1,188,081 3,437,555 2,682,067 1,225,390 3,771,317 1,275,983 4,306,078 

Alexandria City of 

Alexandria Urban 

966,931 3,254,497 2,362,513 1,022,024 3,579,643 1,105,029 4,107,114 

Woodbridge Prince William 

County 

Suburban 

378,888 2,342,409 1,740,863 456,993 2,684,554 596,088 3,287,429 

Quantico Prince William 

County, Town of 

Quantico 

Suburban 

129,011 1,148,726 468,148 155,970 1,378,390 209,420 1,807,606 

Fredericksburg City of 

Fredericksburg 

Urban 

102,678 397,618 344,896 123,457 484,040 168,782 669,727 

Spotsylvania Spotsylvania 

County 

Suburban/Rural 

73,204 335,558 232,903 85,939 408,965 114,365 570,053 
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D.C. to Richmond Southeast High Speed Rail 8-25 Alternatives Technical Report

TABLE 8-9: POPULATION NEAR STATION LOCATIONS 

Station Station 

Location/ 

Type of 

Surrounding 

Land Use 

2015 

Pop. 

within 

10-mile 

radius 

of 

station 

2015 

Pop. 

within 

25-mile 

radius 

of 

station 

2015 

Pop. 

within 

30-min 

driving 

distance 

of 

station 

2025 

Pop. 

within 

10-mile 

radius 

of 

station 

2025 

Pop. 

within 

25-mile 

radius 

of 

station 

2045 

Pop. 

within 

10-mile 

radius 

of 

station 

2045 

Pop. 

within 

25-mile 

radius 

of 

station 

Carmel 

Church 

Caroline County 

Rural 

22,229 235,532 162,905 23,586 268,587 24,793 331,075 

Vaughn Road Town of Ashland 

Hanover County/ 

College & 

Suburban 

56,529 516,568 437,842 63,278 558,444 73,704 625,828 

Patrick Road Town of Ashland 

Hanover County/ 

Downtown/Colle

ge & Suburban 

63,058 534,287 448,473 70,844 577,569 83,267 647,160 

Ashland Town of Ashland 

Hanover County/ 

Downtown/Colle

ge & Suburban 

68,243 548,355 475,726 76,851 592,828 90,874 664,341 

Ashcake Road Town of Ashland 

Hanover County/ 

Suburban 

84,550 584,105 484,131 95,752 632,693 114,831 711,210 

Cedar Lane Glen Allen 

Henrico County 

121,506 645,249 557,515 138,433 704,202 168,736 801,299 

Greenwood 

Road 

Glen Allen 

Henrico County 

146,423 677,439 553,903 165,577 742,046 200,152 849,333 

Mountain Road Glen Allen 

Henrico County 

195,161 726,658 603,145 216,460 799,959 254,838 922,950 

Parham Road Henrico County 

Suburban 

262,459 786,572 652,653 284,787 870,600 324,382 1,012,975 

Staples Mill 

Road 

Henrico County 

Suburban 

291,291 819,637 669,014 313,294 909,615 351,755 1,062,847 

Boulevard City of 

Richmond/ 

Urban 

348,846 883,305 801,343 370,963 984,917 408,604 1,159,028 

Broad Street City of Richmond 

Urban 

350,522 894,750 788,699 372,855 996,717 410,806 1,171,306 

Main Street City of Richmond 

Urban 

344,859 919,068 849,365 367,415 1,017,873 405,841 1,186,154 
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D.C. to Richmond Southeast High Speed Rail 8-26 Alternatives Technical Report

TABLE 8-9: POPULATION NEAR STATION LOCATIONS 

Station Station 

Location/ 

Type of 

Surrounding 

Land Use 

2015 

Pop. 

within 

10-mile 

radius 

of 

station 

2015 

Pop. 

within 

25-mile 

radius 

of 

station 

2015 

Pop. 

within 

30-min 

driving 

distance 

of 

station 

2025 

Pop. 

within 

10-mile 

radius 

of 

station 

2025 

Pop. 

within 

25-mile 

radius 

of 

station 

2045 

Pop. 

within 

10-mile 

radius 

of 

station 

2045 

Pop. 

within 

25-mile 

radius 

of 

station 

Hull Street 

Road 

South Richmond 343,274 973,809 830,935 365,714 1,079,912 402,700 1,261,142 

Warwick/Bells 

Road 

South Richmond 327,037 978,776 864,901 350,076 1,080,822 388,251 1,255,412 

Walmsley 

Boulevard 

South Richmond 313,083 980,144 877,257 337,127 1,080,867 377,428 1,253,300 

Chester Road Chester 212,545 945,077 797,558 240,044 1,039,617 287,430 1,200,881 

Source: USEPA International Climate and Land Use Scenarios (ICLUS) baseline population projections 

8.3.3 Station Type 

The existing Amtrak stations in the DC2RVA corridor were evaluated to determine if their 

current conditions meet the standards for typical stations of their respective categories as listed 

in Amtrak’s Station Program and Planning Guidelines document. Table 8-10 presents this 

comparison along with the 2015 ridership. All of the existing Amtrak station facilities would 

require improvements to meet Amtrak’s station guidelines if their ridership increases 

substantially. 

TABLE 8-10: EXISTING AMTRAK STATION CHARACTERISTICS Alexandria Woodbridge Quantico Fredericksburg 

Ashland Staples Mill Road Main Street 

Amtrak Ridership in 2015 186,841 24,212 32,754 117,423 28,141 361,996 45,062 

Amtrak Station Category Medium Careta

ker 

Caretaker Medium Caretaker Medium Caretaker 

Station 

Location 

Environment 

High Density 

(Urban) 

 

Medium Density 

(Town/Suburban) 

   

Low Density 

(Suburban/Rural)  
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-27 Alternatives Technical Report

TABLE 8-10: EXISTING AMTRAK STATION CHARACTERISTICS Alexandria Woodbridge Quantico Fredericksburg 

Ashland Staples Mill Road Main Street 

Multi-Modal 

Services 

Full Range 

(Metro/Light Rail) 

 

Basic (Bus)    

Minimal 

(Auto/Taxi)   

Customer 

Service 

Staffing Level 

Fully Staffed, 

Management 

Present 

 

Basic Staff for 

Ticketing 

Baggage, Train 

Operations 

 

Caretaker, 

Passenger 

Assistance 

 

Unstaffed    

Baggage 

Services 

Checked 

Baggage/Red 

Cap/Package 

Express 

 

Checked 

Baggage/Agent 

Assistance 

 

None     

Station 

Configuration 

Side Platforms      

Vertical 

Circulation 

   

Terminal Services 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-28 Alternatives Technical Report

TABLE 8-10: EXISTING AMTRAK STATION CHARACTERISTICS Alexandria Woodbridge Quantico Fredericksburg 

Ashland Staples Mill Road Main Street 

Station 

Access 

Pick-up/Drop-off 

Zone 

      

Vehicular Parking Limited 

parking 

on-site; 

Off-site 

parking 

available 

  Off-site 

parking 

available

 Off-site 

and street 

parking 

available

Limited 

parking 

on-site; 

Off-site 

parking 

available. 

 Limited 

parking 

on-site; 

Off-site 

parking 

available 

Bike 

Parking/Access 

      

Key:  Amenity is currently provided at station (does not evaluate the condition of the amenity). 

Alexandria and Main Street stations have limited on-site parking, and rely mainly on street 

parking, including commercial parking garages. Ashland station relies on street parking and 

town parking lots. Woodbridge, Quantico and Fredericksburg stations share parking lots with 

VRE riders. Staples Mill Road station provides parking on site; the current space is limited but 

land has been acquired adjacent to the station to expand on-site parking. 

Possible new Amtrak station locations were not evaluated against the Amtrak station category 

characteristics. If one of these new station locations were selected to serve as an Amtrak station 

under the DC2RVA project, new facilities with amenities appropriate for the station category 

would be required. 

8.3.4 Multi-Modal Service 

Amtrak’s Station Planning and Program Guidelines and FRA’s Station Area Planning report 

emphasize connections to local and regional transportation networks as an important element 

of station design. Table 8-11 summarizes the current multi-modal access to the existing and 

potential station locations, and Table 8-12 lists the transit connections and nearby major 

highways accessible from each potential station. 

The following station locations have multi-modal services, including better access and 

transportation connections, for their respective areas: 

 Crystal City 

 Alexandria 

 Woodbridge 

 Fredericksburg 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-29 Alternatives Technical Report

 Staples Mill Road 

 Boulevard 

 Broad Street 

 Main Street 

Passenger rail stations with a primarily suburban market or limited multimodal access require 

convenient parking to be available for long-term and short-term use. A lack of adequate parking 

or multimodal access has an adverse effect on ridership. The number of parking spaces needed 

at a proposed station is based on the forecasted ridership and the mode of access to the station 

(for example, whether passengers arrive by auto or transit). As the ridership forecasts are 

developed in the Tier II EIS, the parking requirements will be identified along with the 

suitability of potential stations to accommodate surface parking lots or parking structures on or 

near the station site. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-30 Alternatives Technical Report

TABLE 8-11: ACCESS MODES1 TO STATION LOCATIONS 

Station 

Full Range 

Multi-Modal 

(fixed transit)2

Basic MultiModal 

(bus) 

Minimal MultiModal 

(car, taxi) 

Provides MultiModal Service 

Crystal City    Full Range 

Alexandria    Full Range 

Woodbridge    Full Range 

Quantico    Full Range 

Fredericksburg    Full Range 

Spotsylvania    Minimal 

Carmel Church    Minimal 

Vaughn Road    Minimal 

Patrick Road    Minimal 

Ashland    Minimal 

Ashcake Road    Minimal 

Cedar Lane    Minimal 

Greenwood Road    Minimal 

Mountain Road    Minimal 

Parham Road    Minimal 

Staples Mill Road    Basic 

Boulevard    Basic 

Broad Street 3   Basic 

Main Street 4   Basic 

Hull Street Road    Basic 

Warwick/Bells Road    Basic 

Walmsley Boulevard    Basic 

Chester Road    Basic 

Key:  Mode is currently available at station/location 

 Mode is not currently available at station/location 

Notes: 

1) Access modes are defined by Amtrak’s Station Planning and Program Guidelines. 

2) Multi-Modal (fixed transit) includes VRE commuter rail and WMATA metrorail, and would also include a Bus Rapid Transit (BRT) system on 

fixed right-of-way. 

3) A BRT system is being planned for Richmond by GRTC Transit; current plans show a future BRT station stop adjacent to the Broad Street 

Station location. 

4) A BRT system is being planned for Richmond by GRTC Transit; current plans show a future BRT station stop adjacent to Main Street 

Station.
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-31 Alternatives Technical Report

TABLE 8-12: TRANSPORTATION CONNECTIONS TO STATION LOCATIONS 

Station Approximate distance by road to nearest 

major highway 

Transit connections 

Crystal City 0.35 mi to U.S. Route 1 

0.5 mi to I-395 

1 mi to George Washington Memorial Parkway 

VRE Fredericksburg and Manassas Lines 

Metrorail Blue and Yellow Lines 

Metrobus, ART, Fairfax Connector, PRTC 

OmniRide buses 

Alexandria Less than 2 mi to I-95/I-495 VRE Fredericksburg and Manassas Lines 

Metrorail Blue and Yellow Lines 

Metrobus, Dash, King St. Trolley, 

Richmond Highway Express buses 

Woodbridge Adjacent to U.S. Route 1 

Less than 3 mi to I-95 

VRE Fredericksburg Line 

PRTC OmniRide, OmniLink and Prince 

William Metro Direct buses 

Greyhound intercity bus 

Quantico 5 mi to I-95 

3 mi to U.S. Route 1 

VRE Fredericksburg Line 

PRTC OmniLink bus 

Fredericksburg 1 mi to Va. Route 3 

Less than 2 mi to U.S. Route 1 

3 mi from I-95 

VRE Fredericksburg Line 

Fredericksburg Transit (FRED) bus 

Spotsylvania 3.6 mi to U.S. Route 1 

4.3 mi to I-95 

VRE Fredericksburg Line 

Carmel Church Adjacent to U.S. Route 1 

2.5 mi to I-95 

none 

Vaughan Road Runs perpendicular to I-95 and U.S. Route 1 

0.5 mi to U.S. Route 1 

2.1 mi to I-95 

9.4 mi to I-295 

None 

Patrick Road 0.8 mi to U.S. Route 1 

2.1 mi to I-95 

8.3 mi to I-295 

None 

Ashland 2 mi to I-95 None 

Ashcake Road 0.8 mi to U.S. Route 1 

2.6 mi to I-95 

7.2 mi to I-295 

none 

Cedar Lane 2.4 mi to U.S. Route 1 

4.7 mi to I-295 

3.9 mi to I-95 

None 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-32 Alternatives Technical Report

TABLE 8-12: TRANSPORTATION CONNECTIONS TO STATION LOCATIONS 

Station Approximate distance by road to nearest 

major highway 

Transit connections 

Greenwood Road 4.4 mi to I-295 

3.8 mi to U.S. Route 1 

5.2 mi to I-95 

None 

Mountain Road 1.5 mi to I-295 

3.2 mi to U.S. Route 1 

4.4 mi to I-95 

None 

Parham Road 2.8 mi to U.S. Route 1 

3 mi to I-64 

3.5 mi to I-95 

GRTC bus (bus routes along Parham 

Road and Staples Mill Road) 

Staples Mill Road 2 mi to I-64 

2.6 mi to U.S. Route 1 

5 mi to I-95 

GRTC bus 

Boulevard 0.5 mi to I-64/I-95 GRTC bus (bus routes along Boulevard) 

Greyhound intercity bus 

Broad Street 1 mi to I-195 

1.25 mi to I-64/I-95 

3 mi to U.S. Route 1 

Direct access to Broad Street (U.S. Route 250) 

GRTC bus 

Main Street 0.6 mi to I-95 GRTC bus, Megabus intercity bus 

Hull Street Road 5.0 mi to I-95 

3.6 mi to U.S. Route 1 

GRTC bus 

Warwick/Bells Road 0.7 mi to U.S. Route 1 

2.4 mi to I-95 

3.5 mi to Route 360 

GRTC bus 

Walmsley Boulevard 0.5 mi to U.S. Route 1 

2.5 mi to I-95 

GRTC bus 

Chester Road 0.7 mi to VA-288 

3.0 mi to U.S. Route 1 

3.7 mi to I-95 

GRTC bus 

8.3.5 Summary of Potential Station Evaluations 

Existing intercity passenger rail stations and proposed new station locations were evaluated 

against the FRA and Amtrak station guidelines as well as the Project’s Basis of Design to 

determine potential suitability for providing intercity passenger rail service within the DC2RVA 

project. A summary of stations and station locations evaluated by DRPT is presented below, 

including DRPT’s determination of which stations/locations are considered reasonable for 

further assessment within the Tier II Draft EIS. DRPT anticipates that the existing Amtrak 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-33 Alternatives Technical Report

stations in the corridor, if not replaced by a new station, would continue to receive some level of 

intercity passenger rail service via Interstate Corridor and/or Northeast Regional (Virginia) 

trains; a final determination of the level of service (frequency, schedules, and station stops) will 

be provided in the DC2RVA Service Development Plan. 

8.3.5.1 Crystal City Station (new)

Crystal City Station would be a new Amtrak station, formed by shifting the existing Crystal 

City VRE station closer to Ronald Reagan Washington National Airport in Arlington, Virginia. 

The VRE Station has potential to serve as an Amtrak station due to its proximity to Ronald 

Reagan Washington National Airport, connectivity to the regional highway and transit network 

including proximity to WMATA metro-rail stations, and proximity to dense office and 

residential development. Redevelopment of the VRE station as an Amtrak intercity passenger 

service station would require adding two new island platforms, a passenger lobby and waiting 

area, and connections to Ronald Reagan Washington National Airport through an elevated 

walkway. Inside the passenger lobby area would be new ticketing facilities, passenger 

bathrooms, seating for waiting passengers, and kiosks for food and retail services. 

DRPT does not support the existing Crystal City VRE station site for consideration as an 

intercity passenger rail station under the DC2RVA project. Extending the existing platform 

would be problematic because horizontal curves near the VRE station would require 

realignment of the tracks both north and south of the station, potentially impacting areas either 

east or west of the corridor. Given the 105 foot width of the right-of-way at the station, either 

adjacent parks or existing buildings would be impacted to construct an Amtrak station at this 

location. Finally, the lack of parking at this station is detrimental to its ability to meet the 

Purpose and Need of a suburban station to which passengers should be able to drive and park. 

DRPT also considered and dismissed a relocated Crystal City Station site south of the existing 

VRE station and adjacent to the airport. The main track curves going past the airport and does 

not have sufficient tangent track for platforms. Attempting to straighten the curves to allow for 

platforms would be problematic due to the track and right-of-way geometry north and south of 

the airport. Re-aligning the track to achieve sufficient tangent track would require track 

realignment north and south of the curve that would impact buildings or parklands and result 

in lower train operating speeds, and it would have the same parking constraints as the existing 

station. 

In addition to operational constraints, the Crystal City option was dismissed due to the 

potential of passenger confusion and reduced connectivity. By having future SEHSR trains stop 

at Crystal City while existing Amtrak long-distance and intercity trains continue to stop at 

Alexandria instead is likely to create confusion for intercity rail passengers as to which station 

they should go to. It would also reduce the opportunities for connectivity with other Amtrak 

services that will continue to use the Alexandria station. 

Additional information on the existing VRE station in Crystal City is found in Appendix PP. 

8.3.5.2 Alexandria Union Station (existing)

The Alexandria Union Station is a historic railroad station in Alexandria, Virginia located at 110 

Callahan Drive in the Old Town section of the city. It is served by both Amtrak intercity and 

VRE commuter rail lines. Alexandria is served by 14 daily trains, as well as the tri-weekly 

Cardinal (Westbound: Sunday, Wednesday, Friday; Eastbound: Wednesday, Friday, Sunday). 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-34 Alternatives Technical Report

Northeast Regional service within Virginia is funded in part through grants made available by 

the Commonwealth of Virginia. The Amtrak station is adjacent to the Alexandria WMATA 

station; a separate project underway will improve pedestrian access between the two stations. 

The Alexandria station is a one-story brick building consisting of the original main passenger 

depot and baggage building separated by a 20-foot wide gateway passage and a covered 

terrace. The facility has an enclosed waiting room, and includes a staffed ticket office. Other 

amenities include restrooms, payphone, ticket kiosk, and vending machines. There is limited 

parking on site. Transit connections are provided by the adjacent WMATA station. 

The Alexandria WMATA station has six bus bays, a Kiss and Ride area, taxi stands, as well as a 

separate area for private shuttles in an effort to provide multimodal transportation to and from 

the station. Currently, an expansion plan is underway to increase the bus bay area, adding four 

more bus bays. The expansion is expected to improve pedestrian access at the WMATA station 

and create better connections to the surrounding area for all modes of transit. Construction is 

expected to begin in the spring of 2017 and last for approximately two years (Luz, 2016). 

Amtrak trains, as well as the tri-weekly Cardinal (Westbound: Sunday, Wednesday, Friday; 

Eastbound: Wednesday, Friday, and Sunday) and weekday VRE service on both the 

Fredericksburg and Manassas Lines. The station is 9.4 miles from Union Station in Washington 

D.C. and 103 miles from Richmond. 

The station has three tracks, two of which are served by platforms connected by both an 

underground passage and a more commonly used at-grade crossing. The facility and the 

parking lot are owned by the City of Alexandria, whereas the tracks and the platform are CSX 

Transportation (CSXT) property. 

Figures 8-2 and 8-3 show the existing station waiting area and the connection from the station to 

the WMATA Metro service. Figure 8-4 is a map of the region. 

 

FIGURES 8-2 AND 8-3: EXISTING STATION WAITING AREA AND CONNECTION FROM 

WMATA METRO SERVICES 

 
!(LB

!(B

!(D

!(

M

3⁄4ÀXER

3⁄4ÀTSK

!(T

Holland La

King St

Cedar St

Russell Rd

Jamieson Av

W Linden St

Callahan Dr

Ballenger Av

Commonwealth

Av

Chauncey Ct

Diagonal Rd

Park Rd

E Linden St

Mount Vernon Av

North View Tr

E Rosemont Av

Cameron St

Little St

Prince St

John Carlyle St

W Rosemont Av

Elizabeth La

Buchanan St

Dechantal St

Hillside La

Englehardt La

George's La

Emerson Av

W Maple St

Reinekers La

Dulany St

Daingerfield Rd

Sunset Dr

Duke St

King Street Metro Station

Alexandria Station

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Legend

II3 Amtrak/VRE Station

Metrorail Station

Existing Track

Station Site

!(LB Bike Locker

!(B Bike Parking

!(T Taxi

!(D Dash

3⁄4ÀTSK King Street Trolley

!(

M Metro Bus

3⁄4ÀXER Richmond Highway

Express

Accessible Path

Bus Stop

Buses

Station Building

Pick Up/Drop-Off

ADA Parking

Parking

Short-Term Parking

Platform with

Shelter

WMATA

^_

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-4

Alexandria 

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery

[ 0 200 400

Feet

1 inch = 400 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-36 Alternatives Technical Report

The Alexandria Union Station is located in a densely developed urban location. There are no 

prominent environmental features near the station. The site gently slopes towards the east with 

the Amtrak/VRE station on higher ground than the King Street Metrorail Station. The 

Alexandria Amtrak/VRE Station is located across the street from the George Washington 

Masonic National Memorial. The Memorial is a tourist attraction and destination; research 

center and library; community center; performing arts center and concert hall. The CSXT 

corridor and the King Street Metrorail Station are located to the south and southeast of the 

station. The area immediately to the north and northeast of the station is primarily residential. 

The area to the east of the station, adjacent to the King Street Metrorail Station and between 

King and Duke Streets is a densely developed mixed use environment including hotels, offices, 

restaurants and specialty stores. 

Alexandria Union Station can be accessed from both King Street and Duke Street. The station is 

located less than two miles from an I-95/I-495 interchange. Although there is no designated taxi 

service or Kiss & Ride location at the station, the short-term parking lot serves as an informal 

location for pick-ups and drop offs. There are 30 short-term metered spots operated by the 

Washington Metropolitan Area Transit Authority (WMATA) at the Metrorail station and 50 

parking spots (25 short term and 25 long term) provided for Amtrak passengers. There is no 

designated VRE parking. There are commercial parking garages in the area.

Alexandria Union Station is located directly across from the King Street – Old Town Metrorail 

station. The station functions as an intermodal hub for regional mass transit, linking Amtrak, 

VRE (Manassas and Fredericksburg Lines), and Metrorail with a number of Alexandria DASH 

and Metrobus lines as shown below: 

 Metrorail – Yellow Line and Blue Line service connecting to Franconia-Springfield and 

Huntington in the south and Fort Totten and Largo Town Center in the north. The 

Yellow and Blue Lines provide direct service to Ronald Reagan Washington National 

Airport and downtown Washington, D.C. 

 DASH – Route 2 to Braddock Road Metrorail Station and to Lincolnia, Route 5 to 

Braddock Road and Van Dorn Metrorail Stations, Route 6 to Eisenhower Avenue 

Metrorail Station and to Northern Virginia Community College (NVCC), Route 7 to 

Holmes Run Parkway, Eisenhower Avenue Metrorail Station, and to Lee Center and 

Duke Street, Route 8 to Old Town and Van Dorn Street Metrorail Station, Route 10 to 

Potomac Yard, and Route AT9 Non Stop to Mark Center on weekdays only. 

 Metrobus – Routes 29K and 29N connecting to George Mason University and Fairfax 

Circle, collectively serving Duke Street and Washington Street, Little River Turnpike, 

Northern Virginia Community College (NVCC) and Pickett Road. Route 28A connects 

to Tysons Corner while providing service to the West Falls Church Metrorail Station. 

 Richmond Highway Express (REX) to Fort Belvoir serving Eisenhower Avenue and 

Huntington Metrorail Stations. 

 King Street Trolley (KST) providing surface road connections to the waterfront. 

There are no bike facilities at the station. However, there are 34 bike racks and 20 lockers 

provided by WMATA for use by King Street Metrorail passengers. 

Located on the edge of Alexandria’s Old Town area, all streets in the vicinity of the station have 

sidewalks along both sides. There are uncovered stairs leading to the VRE/Amtrak station from 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-37 Alternatives Technical Report

King Street, but they lack signage and are in a state of disrepair with water collecting in several 

locations. Although there is a path connecting the Metrorail station and the VRE/Amtrak 

station, there are no signs directing passengers to the VRE/Amtrak station. The path is long and 

could be difficult to traverse for a person with disabilities or someone in a wheelchair. 

VRE has a project under design to construct a pedestrian tunnel that connects the mezzanine 

(lower level) of the King Street Metro Station to the Alexandria Amtrak/VRE Station. The 

tunnel project will improve pedestrian access between the two stations by providing a direct 

route, address ADA access between the two stations and from the West and East Platforms of 

the Alexandria station, eliminate the use of the at-grade track crossing between the two 

platforms and upgrade the eastern platform to allow use of Track 1 (farthest east track) for VRE 

and Amtrak passengers. The platforms and tracks at the station are constrained by the rail 

bridges over King Street just north of the station platforms, and the curve of the tracks and 

right-of-way beneath Duke Street immediately south of the station. In addition, track 1 is 

elevated approximately one foot above Track 2. The eastern platform is approximately 460 feet 

long, and varies in width from approximately 18 feet to approximately 28 feet. The east 

platform currently only serves Track 2. VRE is proposing to expand the eastern platform as a bilevel platform serving both Tracks 1 and 2. The project is also anticipated to improve railroad 

capacity and operational flexibility by allowing passenger trains to use the eastern track. 

DRPT recommends the Alexandria Station for consideration as the primary Northern Virginia 

suburban station, with service from Long Distance, Interstate Corridor and Northeast Regional 

trains. It has high existing and potential ridership, is in close proximity to I-495 Capital Beltway 

with access to residents in Northern Virginia and Maryland, and access to multimodal transit 

facilities in the region. The existing station facilities are generally suitable for the potential 

ridership according to Amtrak’s guidelines, and the proposed new platform configurations 

would meet Project requirements as limited by site constraints. Additional parking facilities 

may be required. 

8.3.5.3 Lorton Auto Train Station, Lorton, Virginia 

The Amtrak Auto Train Station in Lorton is located at 8006 Lorton Road just off of Interstate 95. 

This is a unique non-stop Amtrak service connecting Lorton, VA (25 miles south of Washington 

D.C) to Sanford, FL (20 miles from Orlando, FL) that enables passengers to travel with their 

vehicles—vans, motorcycles, small trailers, and SUVs, as well as cars, providing they meet 

certain size requirements. The Lorton Auto Train station anchors one end of Amtrak’s Auto 

Train, which is only open to passengers with an accompanying motor vehicle. Passengers drive 

through a vehicle gate, at which they receive a claim-check number which is also affixed to their 

vehicles, and they then proceed to the loading area. From there, travelers continue on foot into 

the station with their overnight luggage. Their vehicles are video-documented and loaded into 

the double-level auto-rack rail cars, which are split up onto several parallel tracks. After 

loading, the rail cars are made up into a single train, often 40 cars or more, making this one of 

the longest passenger trains in the world. The full assembly of this train requires blocking a 

main track, which slows overall trip time for both passenger and freight. Refer to Chapter 3 for 

more details pertaining to Lorton Station operations. 

No other trains serve this station. The entire facility, tracks and platforms are owned by 

Amtrak. There are several tracks (crossovers and tail tracks) to facilitate loading and unloading 

of automobiles but only one platform. There are 20 short-term parking spaces with additional 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-38 Alternatives Technical Report

ADA accessible dedicated parking; however, there are no long term parking spaces. The 14,000 

square-foot facility provides 450 seats in the single open waiting room. Other station amenities 

include an accessible platform, accessible restrooms, an accessible ticket office, accessible water 

fountain, pay phones, and Wi-Fi access. Amtrak provides ticketing but no baggage checking 

(baggage may be packed in respective automobiles) at the Lorton station, which is served by 

one daily train in each direction. 

There are no transit services that access the station. Since all passengers arrive/depart with their 

own motor vehicle, it is not designed for access by bicycle or on foot. There are no cab services 

or car rental facilities nearby. 

Figure 8-5 shows the Auto Train Station area. The Auto Train Station abuts Lorton Road to the 

south. It is between I-95 to the west and CSXT rail corridor to the east. The I-95 corridor is 

elevated by both fill and natural topography. Pohick Creek flows from west to east just north of 

the station. The Creek’s floodplain is preserved as a natural park area by Fairfax County. The 

auto-specific nature of this station combined with the man-made barriers of I-95 and the CSXT 

rail corridor limits its applicability to other, albeit similar uses. There is no land on, or adjacent 

to, the site available for expansion of the station facilities to serve intercity passenger service. 

Beyond the site boundaries of interstate, rail corridor, and park/floodplain, the surrounding 

uses include an elementary school, residential, and strip commercial. 

Much of the Lorton Auto Train site is occupied by tracks used to load passenger vehicles onto 

the rail cars and assemble the auto trains. The lead track in and out of the facility is west of the 

CSXT mainline track, connecting to the main line south of Lorton Road. 

The addition of intercity passenger service would require modifications to the site to either 

provide a new platform and station, or it would require a complete rearrangement of the tracks 

used to build the trains and connect to the main line, since the existing platform is separated 

from the existing CSXT main lines by four tracks that include the yard lead. DRPT determined 

the Lorton Auto Train station would not be carried forward for further evaluation for intercity 

passenger service due to site limits on providing adequate station facilities and parking and 

potential interference with Auto Train operations. 

 
Lorton

Rd

Gunston Cove Rd

I95 Hov

I95

Lewis Chapel Cir

Paper Birch Dr

Lorton Rd Ramp To I95 Nb

Lewis Chapel Rd

I95 Nb Ramp To Lorton Rd

Lorton Auto Train Station

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Legend I3 Amtrak Station

Existing Track

Station Site

Station Building

Parking

Platform

Platform with

Shelter

^_

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

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Henrico

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City of

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Figure 8-5

Lorton 

Auto Train

Station Area 

Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 200 400

Feet

1 inch = 400 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-40 Alternatives Technical Report

8.3.5.4 Woodbridge Station, Woodbridge, Virginia 

The Woodbridge Amtrak/VRE Station is located at 1040 Express Way in Woodbridge, VA. It is 

served by both Amtrak Northeast Regional (Virginia) and VRE commuter rail lines. The station 

building is a Colonial Revival depot, which opened in 1992 as part of the inauguration of the 

VRE commuter rail line. The facility has an enclosed waiting room. Other station amenities 

include restrooms, VRE ticket machines, space for a coffee stand, and newspaper racks. In the 

rear, a shelter provides open air access to the platforms, which has passenger seating. In 2010, 

VRE added a platform on the west side of the west track and an overhead pedestrian bridge to 

connect the west side platform to the parking garage on the east side. Previously the station 

only served the east track. The east and west platforms are relatively short (approximately 165 

feet on the east and 175 feet on the west). The existing platforms are on horizontal curves and 

would need to be extended to conform to the Project’s Basis of Design. Platforms on curves are 

less desirable than platforms on straight or tangent track. The station facility and the parking 

lot are owned and maintained by VRE. The station is 23.5 miles from Union Station in 

Washington, D.C. and 88 miles from Richmond. Figures 8-6 and 8-7 show the station building 

and station platforms of the Woodbridge Station. Figure 8-8 is a map of the region. 

 

FIGURES 8-6 AND 8-7: ENTRANCE AND PLATFORM OF WOODBRIDGE STATION 

The Woodbridge Amtrak/VRE Station is located in an urban/suburban area which is largely 

built out. The topography is relatively flat. The Occoquan River is about one mile to the north of 

the station. The Woodbridge station site has low density single-family residential uses to the 

east. The Woodbridge Shopping Center and other commercial/retail uses are located to the 

west. 

The station is located adjacent to U.S. Route 1 and less than three miles from I-95, with direct 

access to I-95 and the I-95 Express Lanes. The station has a designated area for Kiss & Ride. 

Access is provided via Route 1 and via local streets. A multi-level parking garage adjacent to the 

station provides 738 free parking spaces in addition to the ground level lot. The parking 

facilities are at approximately 66 percent capacity. The station also has facilities for bike 

parking, dedicated ADA accessible parking, and a Kiss & Ride lot. 
Jefferson Davis Hwy Dawson Beach Rd

Express Dr Regency

Rd

Woodbridge

Station

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Legend II3 Amtrak/VRE Station

Existing Track

Station Site

!(RO PRTC OmniRide !(B Bike Parking 3⁄4ÀCTRP Prince William

Metro Direct

!(HG Greyhound !(LO PRTC OmniLink

Accessible Path

Aerial Walkway

Station Building

Kiss & Ride

ADA Parking

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Shelter

Platform

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Louisa

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Caroline

Hanover

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Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

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Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-8

Woodbridge

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-42 Alternatives Technical Report

Potomac and Rappahannock Transit Commission (PRTC) provides local bus transit services. 

PRTC’s OmniLink Route 1 connects the Quantico station with Woodbridge VRE Station and 

other locations in between. PRTC’s Tysons Corner OmniRide connects to Tysons Corner and 

surrounding locations in Northern Virginia. Prince William Metro Direct (PWMD) also serves 

the Woodbridge Station, connecting to Franconia Springfield Metrorail Station and PRTC 

Transit Center. The Woodbridge Greyhound Station is also located adjacent to the Amtrak/VRE 

station. The station has facilities for bike parking although the roads may not be amenable for 

bicyclists due to heavy volume, higher vehicular speeds, and lack of designated bicycle lanes. 

There are no bike lanes leading to the stations or any signs encouraging users to share the road. 

Although there are sidewalks in some locations, the general development pattern is suburban 

and does not encourage walking. There is occasional taxi service but no car rental facilities in 

the area. 

DRPT recommends this site be considered in the Draft EIS and Service Development Plan as a 

potential stop for Northeast Regional (Virginia and SEHSR) passenger trains due to its current 

use as an Amtrak station, availability of parking, and future growth projections along the U.S. 

Route 1 corridor. 

8.3.5.5 Quantico Station, Quantico, Virginia 

The Quantico Amtrak/VRE Station is located at 550 Railroad Avenue in Quantico, Virginia. It is 

served by both Amtrak (Northeast Regional (Virginia) and Interstate Corridor (Carolinian)) 

intercity and VRE commuter rail lines. The station is within the small town of Quantico, which 

is enclosed within Marine Corps Base Quantico. The station has two tracks with platforms on 

both sides, connected by an at-grade crossing at Neville Road at the north end of the station. 

However, the platform on the west side is not used and has fallen into disrepair. The station 

facility, including tracks and platforms, are owned by CSXT. The station, on the east side of the 

tracks, is a 1950s-era brick building used primarily by VRE passengers. The building includes 

an enclosed waiting area with seating, an accessible restroom, a coffee shop with limited hours 

and free Wi-Fi. The platform on the east side includes a shelter with amenities including pay 

phone, ticket vending machines and newspaper racks. The parking lot is owned and maintained 

by VRE. The station is 41 miles from Union Station in Washington, D.C. and 79.4 miles from 

Richmond. 

The station is within the CSXT rail segment and is currently undergoing the addition of a third 

track (Arkendale to Powells Creek Third Track Project, a rail expansion project separate from 

DC2RVA). In conjunction with the third track project, a VRE-led project is expanding the 

existing station platform and adding a second platform. VRE is extending the existing platform 

to the south approximately 350 feet at a width of 12 feet. They are adding a second platform 

between tracks 2 and 3. This second platform is an island platform approximately 750 feet long 

at a width of approximately 16 feet. VRE is also planning expansion of the available parking 

facilities. 

Figures 8-9 and 8-10 show the station platform and interior of the Quantico Station. Figure 8-11 

is a map of the region. 

The station is located within Marine Corps Base Quantico. Access to Quantico and the station is 

through the Marine Corps Base. Due to heightened security, a picture ID must be presented to 

enter the base (this includes all passengers accessing the station from outside the Base or Town). 

Occasionally, military police officers may conduct random ID checks on passengers detraining 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-43 Alternatives Technical Report

at the station. Most of the base lies between Quantico Creek to the north, Chopawamsic Creek 

to the south and Potomac River to the east. The topography is generally flat. The base facilities 

abut the CSXT right of way to the west. In addition to base facilities, the surrounding town land 

uses are strip commercial/institutional with some retail, restaurants, and surface parking. 

 

FIGURES 8-9 AND 8-10: HEADHOUSE INTERIOR AND STATION PLATFORMS OF QUANTICO 

STATION 

The station is not well connected to the regional roadway network due in part, to the difficulties 

(and travel time/distance) involved in accessing the station through the Marine Corps Base. The 

population density surrounding Quantico Station is less dense than other Northern Virginia 

station locations, due in part to the surrounding Base. The station is about five miles from I-95 

and about three miles from Route 1. There is some signage directing passengers to the station. 

Most passengers appear to drive to the station. There is no designated area for Kiss & Ride 

drop-offs. Railroad Avenue provides access to the parking lot and has space near the parking 

lot entrance that can be used as a drop-off location. There are 210 short-term and 60 long-term 

parking spaces. The parking facility is at approximately 70 percent capacity. All parking is 

provided free of charge. Dedicated ADA parking is available and bike racks are also provided. 

OmniLink Route 1 connects the Quantico station with Woodbridge VRE Station and other 

locations in between. Military personnel and other employees are provided free taxi service to 

Marine Corps Base Quantico. There are no designated bicycle lanes; however, the roads are 

generally accessible for bicyclists due to low-volume, low-speed traffic. Bike parking is available 

at the station. There are sidewalks on both sides of Potomac Street connecting to a pedestrian 

pathway leading to the Amtrak/VRE station. There is very little residential development in the 

vicinity of the station, and there are likely few passengers who access the station on foot. 

DRPT determined to consider this station further in the Draft EIS and Service Development 

Plan as a potential stop for Northeast Regional (Virginia and SEHSR) passenger trains due to its 

current use as an Amtrak station, planned station and platform improvements, availability of 

parking, and future growth projections along the U.S. Route 1 corridor. 

 
5th Av Broadway St Potomac Ave

Neville Rd

C St

Barnett Av

4th Ave

Paper Mill Ln Railroad Ave

Potomac

Av

Upshur

Rd

Labelle St

Martin St

Julian Dr

Railroad

Av

Quantico Station

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Legend II3 Amtrak/VRE Station

Existing Track

Station Site

!(B Bike Parking !(LO PRTC OmniLink

Station Building

ADA Parking

Parking^_ § ̈¦95

§ ̈¦64

§ ̈¦66

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Caroline

Hanover

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Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

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Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-11

Quantico Station

Vicinity Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-45 Alternatives Technical Report

8.3.5.6 Fredericksburg Station, Fredericksburg, Virginia 

The Amtrak/VRE station in Fredericksburg is located at 200 Lafayette Boulevard in downtown 

Fredericksburg, VA, one block from the Rappahannock River waterfront. This historic station 

was built in 1910 and expanded in 1927 during a track elevation project. The Fredericksburg 

Station is served by all Northeast Regional (Virginia) trains, the Interstate Corridor (Carolinian), 

and the Long Distance Silver Meteor, and all VRE Fredericksburg Line commuter trains. The 

CSXT tracks cross the Rappahannock River on a historic concrete arch bridge and enter the 

station on a viaduct. The station is 54 miles from Washington Union Station and 60 miles from 

Richmond. 

The station includes two tracks and two outside platforms with shelters on both sides. There is 

no station building. Shelters and benches are utilized as passenger waiting areas. The platforms 

and shelters run over Sophia, Caroline, Princess Anne, and Charles streets in the historic 

downtown, and continue south on a raised fill embankment. The station is served by a series of 

stairs and ramps used to reach the platforms from street level. The station is also used by VRE 

commuter trains. Amtrak does not provide ticketing or checked baggage services at this facility, 

which is served by six daily Amtrak trains. The platforms include newspaper racks, pay phones 

and VRE-only ticket vending machines. There are no bathrooms at this facility. The facility and 

the adjoining parking area are privately owned, while the platform and tracks are owned by 

CSXT. 

Figures 8-12 and 8-13 show the entrance and headhouse of the Fredericksburg Station. Figure 8-

14 is a map of the region. 

 

FIGURES 8-12 AND 8-13: ENTRANCE AND HEADHOUSE OF FREDERICKSBURG STATION 

The area surrounding the site is generally developed. The station is located in historic 

downtown Fredericksburg in the midst of the 40-block historic district as well as the center of a 

Civil War battlefield site. There are numerous battlefield monuments and memorials nearby the 

station, including the Fredericksburg National Battlefield Park. The picturesque Rappahannock 

River is one block away and the City Dock Park is less than a quarter mile walk from the 

station. Directly across the river from the station is Ferry Farm, a historic site that includes 

George Washington’s childhood home. The former station building, one of the historic district’s 

listed historic structures, is currently in use as a restaurant and provides no station services. The 

adjacent land uses include offices, retail, restaurants, residential (mainly single family) and 

surface parking. The University of Mary Washington is located about one mile from the station. 
Caroline St

Wolfe St Lafayette Blvd Princess Anne St

Sophia St

Charlotte St

Frederick St

Rocky Ln

Charles St

Princess Elizabeth St

Fredericksburg Station

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Legend II3 Amtrak/VRE Station

Existing Track

Station Site

!(B Bike Parking 3⁄4ÀDERF Fredericksburg

Transit

Accessible Path

Former Station

Building (now a

restaurant)

ADA Parking

Parking

Platform with

Shelter § ̈¦95^_

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§ ̈¦195

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Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

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Prince William

King William

New Kent

King

and

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Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-14

Fredericksburg

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-47 Alternatives Technical Report

The station is less than two miles from Route 1, one mile from Blue & Grey Parkway (the Route 

3 bypass around Fredericksburg’s downtown) and three miles from I-95. Most passengers 

access the station by private automobiles, although some residents access the VRE service by 

foot or other means. A large number of passengers drive from outlying areas to the station each 

weekday morning to take a train to work in Northern Virginia or Washington, D.C. 

Parking is free in the marked VRE Lots. There are 684 parking spaces for VRE passengers and 

124 reserved spaces in seven parking lots located near the station. Motorcycle parking is 

available in Lot D on Princess Anne Street that can accommodate 6 motorcycles. Additionally, 

there are several parking spaces designated for ADA accessibility located on the south side of 

the station; these ADA designated spaces can be accessed from both Princess Anne Street and 

Caroline Street. There is no designated Kiss & Ride location, although there is room for pick-up 

and drop-off on the south side of the station. Local cab service is often available at the station 

entrance. 

Fredericksburg Transit (FRED) offers feeder bus service from Spotsylvania County and the City 

of Fredericksburg to the station. However, there is no signage indicating the location of the bus 

stops. 

The station provides bike racks on the south side of the station, although there are no 

designated bike lanes present. The platforms and shelters run over Sophia, Caroline, Princess 

Anne, and Charles streets in the historic downtown, and an elaborate system of stairs and 

ramps is used for pedestrian access to the platforms from street level. The adjacent streets have 

sidewalks on both sides, although there are no pedestrian signals and some crosswalks are 

missing. The path to the station from Lafayette Boulevard traverses the restaurant property and 

is not barrier-free as it is lined by restaurant seating on both sides. 

DRPT determined to carry the Fredericksburg Station forward into the Draft EIS for further 

consideration as it is an existing Amtrak station, with shared VRE parking facilities and transit 

connections, and a central location within the City of Fredericksburg. 

8.3.5.7 Spotsylvania Station, Spotsylvania County, VA 

The new VRE Spotsylvania Station is located at 9442 Crossroads Parkway, Fredericksburg, 

Virginia, off of US Route 17 in Spotsylvania County, on the east side of the CSXT tracks. It is 

approximately 5 miles south of downtown Fredericksburg. The station opened on November 

16, 2015. This Spotsylvania Station is served by the VRE Fredericksburg Line and is the first 

extension of VRE service since its opening in 1992. The station is just north of VRE’s Crossroads 

maintenance and storage facility, also on the east side of the CSXT tracks. The Crossroads VRE 

facility is the southernmost extent of VRE train traffic on the CSXT tracks on the Fredericksburg 

line. 

The station is located in a semi-rural area surrounded by woods, some adjacent 

industrial/commercial use and low-density, single-family homes with no nearby retail or 

passenger services. There is a small station shelter building with restrooms and an outdoor 

canopy. There are no manned vendor facilities. VRE tickets are available through multiple 

vending machines located on the premises. The station consists of one 700-foot low-level 

platform on the east side of the track. The single covered platform has benches and a designated 

waiting/boarding area for wheelchairs and persons with disabilities. All passengers must use a 

ramp or stairs to access the platform. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-48 Alternatives Technical Report

The Spotsylvania VRE Station is 67 miles from Washington, D.C.’s Union Station and 58 miles 

from Richmond, Virginia. The station has on large parking lot with 1,500 parking spots for use 

during train operating hours. There is only one entrance to the lot on the southeastern side. 

Parking is free, but overnight parking is not allowed. There are no transit connections, and 

while there is a bike rack, there are no bike lanes, paths or sidewalks leading to the station. 

There are motorcycle parking spots at the Spotsylvania Station located at the southwest corner 

of the lot near the bicycle racks. The parking lot access lanes provide adequate room for 

dropping off passengers; however there is no designated area for Kiss & Ride. 

As part of the station development, VRE constructed approximately 2.5 miles of third track on 

the CSX right of way from the VRE Crossroads Yard to Hamilton. The project included a longer 

yard lead to accommodate the VRE Spotsylvania Station, plus new switches and signals at 

Crossroad Interlocking, and the rehabilitation of the Mine Road at- grade crossing. 

Figures 8-15 and 8-16 show the station entrance and platform. Figure 8-17 is a map of the 

region. 

 

FIGURES 8-15 AND 8-16: SPOTSYLVANIA STATION ENTRANCE AND PLATFORM 

DRPT considered the VRE Spotsylvania station as a potential intercity passenger station, but 

dismissed the station from further consideration due to rail operation inefficiencies stemming 

from the relative closeness to the existing Amtrak station in downtown Fredericksburg and the 

potential interference with VRE train movements in/out of the Crossroads facility. The station 

site is also not located in a central urban area and has limited multi-modal connections. 
Mills Dr

Crossroads Pkwy

Spotsylvania

Station

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Legend I3 VRE Station

Station Site

Parking

Platform with

Shelter ^_§ ̈¦95

§ ̈¦64

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§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

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Caroline

Hanover

Essex

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Spotsylvania

Henrico

Prince William

King William

New Kent

King

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King George

City of

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Church

Manassas Park

Figure 8-17 

Spotsylvania

Station

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 200 400

Feet

1 inch = 400 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-50 Alternatives Technical Report

8.3.5.8 Carmel Church, Caroline County, Virginia 

A potential new train station at Carmel Church has been proposed in previous development 

studies and plans. The proposed station location is a greenfield site bound by Route 1 to the 

west and I-95 to the east. The CSX rail line runs through the center of this site on tangent track 

that could accommodate an 850 to 1200 foot platform. There is no existing development within 

a quarter mile of the site, and only limited residential single-family development within a half 

mile of the site. 

Caroline County, Virginia adopted the Carmel Church Community Plan into the county’s 

Comprehensive Plan on January 23, 2007, having begun the community planning process in 

2005. Within the Carmel Church Community Plan were action strategies and goals to “support 

and encourage a transit facility to be located within the Village Core of the Carmel Church 

Community.” The proposed train/transit facility would be located 1.6 miles from U.S. 1 and 0.1 

miles from I-95. The plan recommends the development of a Village Core, or town center, 

located between Route 1 and Interstate 95 in the Carmel Church community while preserving 

the surrounding rural landscape and quality of life. In the Village Core, the plan envisions 

higher density development (10-15 units per acre) with a diversity of uses anchored by a transit 

station and gradually decreasing densities further away from the center. As envisioned, the 

Village Core also includes public facilities, such as a library, recreational areas and a usable 

public space at its center. The plan includes residential and mixed-use development along 

Route 1, interspersed with two areas of industrial uses. 

Caroline County continued study of the Carmel Church Community with a Transit Oriented 

Development Plan in October 2008 and an Alternatives Analysis to identify the most 

appropriate transportation strategy for improving mobility and regional access for residents in 

Caroline County and neighboring central Virginia, completed in October 2013. The 

recommended alternative within the Caroline County study includes commuter bus service 

from Carmel Church to Washington, D.C. and Richmond until the population and/or economic 

growth increases to levels that would justify a passenger rail station at Carmel Church, at which 

time the transit facility would transition from a park-and-ride with Commuter Bus stop(s) to a 

multi-modal transit hub with rail station. A map of the Carmel Church area is shown in Figure 

8-18. 

Development of the Carmel Church Community and Village has not begun, and the area 

remains largely rural with low density single family residential and some industrial uses. 

DRPT considered and dismissed the Carmel Church location for development of a train station 

as part of the DC2RVA project due to its lack of development and its relatively low population 

(and potential ridership) in the area. This does not preclude addition of a station at Carmel 

Church in the future if conditions change and the potential ridership warrants a new station. 

8.3.5.9 Vaughn Road (Ashland Station Replacement) 

DRPT evaluated three locations (Vaughn Road, Patrick Road, and Ashcake Road) in Ashland 

for potential development as a new Ashland station to replace the existing station location 

between Route 54 and College Avenue. Potential replacement station sites were identified 

during discussions with the Town of Ashland, Hanover County, and Randolph Macon College 

to reduce the potential impacts of station improvements to the central business district and 

 
Jefferson Davis Hwy Rainbow Dr

Opal Ln

Zio

n

R

d

P el asantv ei w Rd

Peaceful Valley Rd

Pennsylvania Ave

Carmel

Church

(Proposed)

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Legend n¤ Proposed Station

Existing Track ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

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§ ̈¦495

Louisa

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Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

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Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-18

Carmel Church

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 200 400

Feet

1 inch = 400 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-52 Alternatives Technical Report

Randolph Macon College. The existing Ashland station (see Section 8.3.5.11 below) lacks 

designated parking and other station facilities, and requires improvements to its platforms to 

comply with ADA and meet the DC2RVA Basis of Design for intercity passenger service. 

The Vaughn Road site is north of the current at-grade crossing of Vaughn Road and the CSXT 

tracks, approximately one mile north of the current downtown station location. The station site 

would be on the east side of the tracks, generally across from the Town’s wastewater treatment 

facility on the west side of the tracks. There is a small park across the tracks along Vaughn 

Road. Farther west is low density single-family residential development. South of the site is 

residential, and farther south is Randolph-Macon College. The site is currently undeveloped, 

but is zoned as a Neighborhood Commercial area along Archie Cannon Drive (an extension of 

Vaughan Road to the east, connecting to Route 1). The Town’s Land Use Plan shows future use 

in the area to be medium and low density residential and neighborhood commercial. 

The site has direct access to Route 1 approximately 0.4 miles away via Archie Cannon Drive. 

Distance to I-95 is 2 miles (south on Route 1 to Route 54, then east), and estimated travel time to 

I-95 is 6 minutes. I-295 is 9 miles south of Route 54 and I-95, with an estimated travel time of 12 

minutes. The site does not have direct access to local east-west primary roadways; the nearest 

primary east-west route is Route 54 which would have to be accessed west-bound either along 

Vaughn Road and then through residential neighborhoods (1.3 miles) or driving through the 

Randolph-Macon College campus on Center Street, or east-bound via Archie Cannon Drive to 

Route 1 and then south. 

The site has sufficient space for likely station improvements, including a new station facility, 

platforms, and parking, without encroaching on Randolph-Macon College or the central 

business district of Ashland. However, the distance of the station site from the downtown 

(approximately one mile) precludes easy access for pedestrians to and from downtown and 

parts west, south, and east of downtown. Having the station located adjacent to the existing 

reduced speed zone through Ashland would result in extending the area of reduced train speed 

to accommodate station operations. DRPT considered and dismissed the Vaughan Road site 

from further consideration as a potential replacement for the Ashland station due to its limited 

connectivity to east-west primary roadways, possible conflicts with local land use, and distance 

from Ashland’s central urban area. 

8.3.5.10 Patrick Road (Ashland Station Replacement) 

The Patrick Road site is 0.4 miles (approximately 2,000 feet) north of the current downtown 

Ashland Station, just north of Patrick Road’s intersection with Center Street and between 

Linden Avenue and Patrick Street. The station site would be on the west side of the tracks, 

generally across from Randolph-Macon College baseball stadium. The site is currently used for 

single family residential with one parcel designated as Railside Park. The area between Linden 

Avenue and Patrick Road is owned by the College, and is slated for development as surface 

parking as part of the College’s Master Plan for their campus. The area south and east of the 

site is Randoph-Macon College. North and west the land use is single-family residential. 

This site is approximately 0.5 miles from Route 54, which is the local primary east-west route. 

Route 1 and I-95 are east on Route 54, 1 and 1.6 miles respectively from the Patrick Rd site. I-295 

is 8.4 miles south of the station site, via I-95. Estimated travel time to I-295 is 12 minutes, to I-95 

is 6 minutes, and to Route 1 is 4 minutes. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-53 Alternatives Technical Report

There is insufficient space in the existing CSXT right-of-way for station platforms meeting the 

DC2RVA basis of design; therefore a station in this location would require additional right-ofway, likely encroaching on Center Street and/or Randoph-Macon College property, and the 

Railside Park. A new station facility and parking at this site would likely occupy space currently 

designated for use by the College for expansion. DRPT therefore determined this site would not 

be carried forward for further consideration as a replacement station for Ashland. 

8.3.5.11 Ashland Station 

The Amtrak station in Ashland is located at 112 North Railroad Avenue (also known as Center 

Street), in Ashland’s historic downtown, and adjacent to Randolph Macon College (north and 

east). The tracks run at grade, bisecting the downtown between the two central streets, which 

are lined with shade trees and a variety of colonial revival and Queen Anne homes, college and 

commercial buildings. The tracks’ location makes Ashland a popular train-watching site for rail 

enthusiasts. The station is served by Amtrak’s Northeast Regional (Virginia) service. The station 

is 93 miles from Union Station in Washington, D.C. and 19 miles from Richmond. Access to I-95 

is located two miles from the station (east on Route 54). The station can be accessed from North 

Railroad Avenue which runs parallel to the tracks. The station platforms are between the 

adjacent grade crossings at College Avenue/Henry Clay Road and at Thompson 

Street/England Street. The area surrounding the station is fully developed with no vacant land 

around the station and no prominent natural features. The topography is generally flat. 

The overall development in the town is low density and primarily single-family residential. 

Other neighboring uses include industrial, government buildings including the Ashland 

Municipal Building, and commercial uses such as retail and restaurants. Randolph-Macon 

College is the dominant land use north of the station, with facilities on both sides of the tracks. 

The former station building is owned and maintained by Town of Ashland and serves as the 

Visitor Center for the town. It provides no station services, and operating hours are 

independent of train service. While the former station building itself is not on the National 

Register of Historic Places, it is part of Ashland’s 159-acre historic district, which received its 

listing in 1983. 

Figures 8-19 and 8-20 show the Ashland Station and the right-of-way through the area. Figure 8-

21 is a map of the region. 

 

FIGURES 8-19 AND 8-20: ASHLAND STATION AND RIGHT OF WAY 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-54 Alternatives Technical Report

The CSXT rail line passes through town with two tracks at-grade with vehicular crossings every 

block and multiple unmarked pedestrian grade crossings in between. There are two side 

platforms at Ashland, surfaced with brick pavers with an elevation of approximately top of tie. 

The west side platform is approximately 500 feet in length and varies in width between 

approximately 4 feet on the south end and 12 feet in the center and north end. The east side 

platform is approximately 500 feet in length and is approximately 6 feet in width. The existing 

marked grade crossing between the two platforms is approximately 3 feet in width. Amtrak 

recently placed a mobile lift on the west platform to assist with access for passengers unable to 

climb stairs. The east side platform is too narrow to deploy a station based mobile lift. Amtrak 

is aware of the platforms incompatibility with the requirements of the ADA, and is currently 

working with FRA, CSXT, and the Town of Ashland to develop plans for improving the existing 

platforms to comply with ADA.

The Ashland station has no enclosed waiting area although an overhang at the old station 

building provides some shelter. The station does not provide ticketing or checked baggage 

services, and is not staffed. There are no public restrooms or retail amenities at the station. 

There are no designated parking facilities, although street parking is available. Both short-term 

(two hour limit) and long-term parking, including overnight parking, is available on the street 

and in nearby Town lots. There is no transit service. There are no bike facilities associated with 

the station although the visitors center has a bike rack. The streets adjacent to the station 

traverse the rail tracks at grade and there is no barrier or protection between the rail tracks and 

surrounding roads or sidewalks beyond a six inch curb to retain ballast. There are no cab 

services or car rental facilities. Major upgrades would be required to the station area in order to 

convert this location into one that conforms to the Project’s Basis-of-Design and, in particular, 

meets ADA requirements. 

The Town’s Comprehensive Plan recognizes the need for improvements to the current station to 

meet future needs, including an overnight parking area and ticket vending machine. The Plan 

states the Town’s intent to work with CSXT, Amtrak, and others to promote use of the current 

train station to meet future uses, while encouraging more transit-oriented development near the 

station. 

DRPT determined to carry the Ashland station forward for further consideration in the Draft 

EIS, recognizing its current role serving Amtrak passengers, its central location to Ashland’s 

downtown and Randolph-Macon College, the station’s compatibility with Town plans, and it’s 

convenient access to the local primary road network, including Route 54 providing east-west 

access and Route 1 and I-95 providing north-south access and regional connectivity. 

8.3.5.12 Ashcake Road (Ashland Replacement Site), Hanover County 

A potential site to replace the current Ashland Station is on the south of Ashcake Road, 

bounded by the CSXT right-of-way on the west and Maple Street (the alignment of the old 

Richmond to Ashland trolley line) on the east and Route 707 to the south. The station would 

likely extend outside of the Town of Ashland south into Hanover County, and is slightly over 

one mile south of the existing Amtrak station in downtown Ashland. Existing land use consists 

of industrial sites and a mix of woodlands/wetlands and open field. Adjacent land use is a mix 

of rural residential, industrial, agricultural, and some single-family residential. The Ashcake site 

has ready access to Ashcake Road and is approximately one mile from Route 54, both local 

 
Myrtle St

Virginia St

Thompson St

England St

College Ave

Duncan St

S Railroad Ave

Robinson St

Lee St

Hanover Ave

N Railroad Ave

Henry Clay Rd

N Center St

Ashland Station

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Legend I3 Amtrak Station

Existing Track

Station Site

Building (used as

Visitor Center not

Station)

Platform ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-21

Ashland 

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-56 Alternatives Technical Report

primary east-west routes. Route 1 and I-95 are east on Ashcake Road 1 and 3 miles, respectively. 

I-295 is 8 miles south from the intersection of Ashcake Road and I-95. Estimated travel time to 

I-95 is 7 minutes, and to I-295 is 12 minutes. The site would have similar population 

characteristics as the existing Ashland Station. 

The site has sufficient space for likely station improvements, including a new station facility, 

platforms, and parking, without encroaching on Randolph-Macon College or the central 

business district of Ashland. However, the distance of the station site from the downtown (over 

one mile) precludes easy access for pedestrians to and from downtown and parts west, north, 

and east of downtown. Having the station located adjacent to the existing reduced speed zone 

through Ashland would likely result in extending the area of reduced train speed to 

accommodate train operations at the station. In addition, much of the undeveloped area 

adjacent to the tracks south of Ashcake Road is within the 100-year floodplain of Stony Run, 

which could limit site development. DRPT considered the Ashcake Road site as a potential 

replacement for the Ashland station and determined to evaluate the location further in the Draft 

EIS due to its connectivity to east-west primary roadways and the regional road network, in 

addition to the site’s general compatibility with adjacent land use. 

DRPT also evaluated locations north of Richmond on the DC2RVA corridor in the vicinity of I95 and I-295 in Hanover and Henrico counties for potential development as a new Richmond 

suburban-type intercity passenger rail station. Potential station sites were identified based on 

the following siting criteria: 

 On CSXT main line between Parham Road (about 2 miles south of I-295) and Route 657 

(about 5 miles north of I-295 and one mile south of Ashland) 

 A location where an arterial road crosses the ROW 

 Sufficient length of tangent track to accommodate a 1,200 feet platform 

The following four sites were identified and evaluated by DRPT (Figure 8-22): 

 Ashcake Road (Route 657), Hanover County 

 Cedar Lane (Route 623), Hanover County 

 Greenwood Road, Henrico County 

 Mountain Road, Henrico County 

All of the sites would require land acquisition and development of a new station, ancillary 

facilities and parking, and upgrades to area roads (possibly including traffic signals and turning 

lanes) to accommodate anticipated station traffic. A new north Richmond suburban station 

would replace Staples Mill Road station, and could potentially replace Ashland station as well. 

DRPT determined that these potential station locations would not be carried forward for further 

consideration for new station development as part of the DC2RVA project. 

 
Æb

ÆbÆb

Æb

ÆbÆbÆb

Boulevard

Staples Mill Road

Broad Street

Main Street

Ashland

Ashcake Road

Cedar Lane

Greenwood Road

Mountain Road

Parham Road

I3

I3

I3

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\Existing and Potential Stations.mxd | Last Updated: 01.05.2016

Figure 8-22

North Richmond 

Suburban Station 

Locations

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap Source: ESRI

1 inch = 2 miles

@ 8.5 x 11 inches

[

012

Miles

Legend

Existing Track

I3 Existing Amtrak

Station

Æb Potential Amtrak

Station
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-58 Alternatives Technical Report

8.3.5.13 Cedar Lane, Hanover County 

DRPT identified a potential new station location on the south of Cedar Lane, bounded by the 

CSXT right-of-way to the west and the Chickahominy River to the south. The site is 

approximately 2 miles north of I-295 and 3 miles from an exit on I-95 and Route 1. Estimated 

travel time to both I-95 and I-295 is approximately 6 to 7 minutes. Existing land use consists of 

rural residential, agricultural, and woodland. Adjacent land use is rural residential, agricultural, 

and woodland. Route 623 is currently a two lane rural road, and would likely require a 

significant upgrade to handle anticipated station traffic. The site would have similar population 

characteristics as Ashland Station. DRPT considered this site for a potential new Richmond 

suburban station but dismissed it due to limited access to regional and local primary roads and 

potential land use conflicts. 

8.3.5.14 Greenwood Road, Henrico County 

DRPT identified a potential site where Greenwood Road crosses over the CSXT right-of-way. 

The site is approximately 1 mile north of I-295 and two miles from an I-295 exit. Estimated 

travel time to I-95 is 8 minutes and to I-295 is 4 minutes. The site is in a residential community 

and adjacent to a park and church. South of Greenwood Road, a 1,200 feet platform would 

conflict with Mill Road/Old Washington Highway. North of Greenwood Road, the potential 

station site would abut multiple single-family residential units. DRPT considered this site for a 

potential new Richmond suburban station but dismissed it due to limited access to regional and 

local primary roads and potential land use conflicts. 

8.3.5.15 Mountain Road, Henrico County 

DRPT identified a potential site north of Mountain Road, bounded by CSXT right-of-way on the 

west. The site is in a primarily residential area but the site itself is occupied by an industrial use 

(Oilfield Pipe and Supply, Inc.). The site is approximately 1 mile south of I-295 and 1.3 miles 

from an I-295 exit. Estimated travel time to I-95 is 5 minutes and to I-295 is 3 minutes. Mountain 

Road would require capacity upgrades to handle anticipated station traffic. DRPT considered 

this site for a potential new Richmond suburban station but dismissed it due to limited access 

and potential land use conflicts. 

8.3.5.16 Parham Road, Henrico County 

Parham Road is a potential station location just east of the intersection of Parham Road and 

Staples Mill Road and near the intersection of Parham Road and Landmark Road, is north of the 

existing Staples Mill Road Station (Figure 8-23). The location on Parham Road was identified in 

prior Richmond area studies as a possible station site to replace the existing facilities at Staples 

Mill Road. The site is approximately 104 miles from Union Station in Washington, D.C. and 9.3 

miles from the state capitol building in downtown Richmond. 

Currently, no station infrastructure exists at the Parham Road site. The site is currently vacant 

wooded land adjoined by a vacant lumber yard fronting on Parham Road. All CSXT and 

Amtrak trains currently pass through the area without stopping. 

 
Oakdale Ave

Staples Mill Rd

Landmark Rd

E

Parham

Rd

Old Staples Mill Rd

Janway Rd

Wawa

Access

None

Mayfair Ave

Peyton St

Hooper Rd

Oakview Ave

Parham Road

Station

(Proposed)

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Legend n¤ Proposed Station

Existing Track

Station Site ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-23

Parham Road

Station Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 200 400

Feet

1 inch = 400 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-60 Alternatives Technical Report

The Parham Road area is served by a fairly robust suburban network of roadways and transit 

operations. Major highways and primary local roads in the vicinity of the station include 

Interstate 95, U.S. Route 1, Route 33, and Parham Road. GRTC Transit System operates public 

buses in the vicinity of the proposed station site. The Richmond area is also served by a network 

of taxis, but the Parham Road area currently does not have a designated taxi stand. The Parham 

Road site is in a suburban area with strip-mall retail, single family residences, and light 

industrial buildings. 

DRPT determined this potential station site would not be carried forward for further 

consideration due to the existing station infrastructure just south at Staples Mill Road station 

and Henrico County’s statement that a rail station at Parham Road was not in keeping with the 

County’s plans for the area. 

3.5.17 Staples Mill Road Station, Henrico, Virginia 

The Staples Mill Road Station is at 7519 Staples Mill Road in suburban Henrico County, VA. The 

station serves as the primary intercity rail station for the Richmond area and services Amtrak’s 

Long Distance (Silver Meteor, Silver Star, Palmetto), Interstate Corridor (Carolinian), and 

Northeast Regional (Virginia) trains. The one-story building is of brick and steel construction 

and was constructed in 1975. The station is open 24 hours and includes an enclosed waiting 

area, restrooms, a ticket office, ticketing machines, a coffee/snack shop, and an ATM. The 

station is located 104 miles from Union Station in Washington, D.C. and 8.4 miles from 

downtown Richmond, as measured from the state capital. 

Figures 8-24 and 8-25 show the outside of the headhouse and passenger drop off/pick up area 

and headhouse interior. Figure 8-26 is a map of the region. 

 

FIGURES 8-24 AND 8-25: EXTERIOR VIEW OF RICHMOND-STAPLES MILL ROAD STATION 

FROM THE STATION’S PARKING LOT AND INTERIOR OF THE STATION 

The station is in a suburban setting, with the building set back from the street and parking in 

the front. The station, platforms, and parking lot are owned and managed by Amtrak whereas 

the tracks are owned by CSXT. The area surrounding the site is fully developed with few 

noticeable natural/environmental features. The area’s topography is generally flat. There is 

some vacant land across the street from the station that appears to be a wooded area which may 

include wetlands. 
Crockett St

Compton Rd Staples Mill Rd

Brem

n

er

Blvd

Staples Mill Station

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Legend I3 Amtrak Station

Existing Track

Station Site

3⁄4ÀCTRG Greater Richmond

Transit Company

Station Building

Pick Up/Drop-Off

ADA Parking

Parking § ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-26

Staples Mill 

Station Area

Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-62 Alternatives Technical Report

The neighboring land uses are primarily industrial and strip commercial including the 

Dumbarton Square Shopping Center, an auto service store, and fast food restaurants. The 

nearby strip commercial developments have several vacancies. Commercial developments are 

generally accompanied by large surface parking lots. Both single-family and multi-family 

housing are located west of Staples Mill Road. 

The Staples Mill Station is best accessed by automobile. It is located two miles from I-64 with an 

estimated travel time of 10 minutes, five miles from I-95 estimating 13 minutes travel time, and 

2.6 miles from Route 1 also with approximately 13 minutes of estimated travel time. There is a 

288-space surface parking lot at the station, and some parking spaces are designated for ADA 

accessibility. There is no dedicated space for Kiss & Ride. The canopy at the station entrance can 

serve as a pick-up and drop-off location provided there are not too many users at one time. The 

Virginia DRPT has acquired 4.95 acres for development as additional parking accommodations; 

the project is still in the planning stage, and a timeframe for availability of the increased parking 

is unknown. In the meantime, some patrons of the station are using the vacant lot for parking. 

The Staples Mill Road station does not have bicycle facilities. Nearby roads do not have 

designated bicycle lanes, and traffic volumes may impact bicyclist safety. Although there are 

sidewalks on both sides of Staples Mill Road, there are no crosswalks or pedestrian signals. The 

GRTC Shuttle Bus Route 18 Henrico shuttle (weekday daytime-only) is the only route that 

provides service to the station area. This route connects to various nearby residential and 

commercial uses as well as the Henrico County Government Center. Transfer to another bus is 

required to reach Richmond.

The existing Staples Mill Station facilities have operational constraints due to inadequate 

parking, a small and outdated waiting area, limited transit connections, and inefficient platform 

access. In order to accommodate a Category 1 station, the Staples Mill Road site would require 

enhancements to the station facilities. The station site would need a new larger headhouse with 

ticketing areas, checked baggage services, passenger waiting areas, and retail space. A larger 

parking facility, potentially a parking garage, would be required as well as space for kiss and 

ride, buses, taxis, and rental cars. Crew facilities, including locker rooms, break rooms, and 

security rooms should be accommodated. Additional station platforms with grade-separated 

access would be necessary to accommodate the main tracks serving the station to comply with 

the Project’s Basis of Design. 

FRA guidelines state intercity passenger rail stations should be located in or near a city’s central 

business district. The Staples Mill Road Station does not meet this FRA guideline, particularly in 

comparison to other alternative Richmond station locations. However, the station has 

functioned as the primary long distance station for Richmond since the early 1970s, and its 

location just north of Acca Yard and the A-Line provides for relatively efficient movement of 

passenger trains north-south. The station has high ridership compared to other Virginia 

stations, reasonable access to the local highway network to include; I-95, I-295, and I-64, , and 

the ability to construct platforms suitable for the DC2RVA service. Therefore, the Staples Mill 

Road Station will be evaluated further in the Tier II EIS. 

DRPT also evaluated one existing Amtrak station (Main Street Station) and two potential 

stations (Boulevard and Broad Street) as the potential Richmond central station and/or 

combined station. These station locations (Figure 8-27) serve a large part of the population in 

the metropolitan area. These stations are discussed further below. 

 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_Ch8_CentralBusinessDistrict_20150804.mxd | Last Updated: 12.29.2015

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

Washington, D.C. Washington, D.C.

Richmond Richmond

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Westmoreland

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

[

Figure 8-27 

Richmond's Central

Business District

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2015 Bing Aerial Imagery

[ 0 2,500 5,000

Feet

1 inch = 5,000 feet

@ 8.5 x 11 inches

Legend

Proposed Stations

Æb Existing Stations

Existing Rail Lines

Central Business District

Broad Street Corridor

Capitol District

Central Office

City Center

Jackson Ward

MCV Campus/ Biotech

Park

Monroe Ward

Shockoe Slip

Æb
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-64 Alternatives Technical Report

8.3.5.18 Boulevard Station 

The Boulevard site option considers construction of a new station located on the north side of 

the CSXT S-Line, in the vicinity of North Boulevard (Figure 8-28). DRPT identified two 

Boulevard station locations, one immediately north and west of Boulevard, and one 

immediately south and east – both options would have platforms extending beneath the 

Boulevard Road overpass. This location is approximately 2 miles west of Richmond’s urban 

center, and approximately 0.5 mile from the planned BRT route along Broad Street. The 

Boulevard location abuts a large (almost 60 acre) parcel of City-owned land with the potential 

for re-development, and is in close proximity to the junction of I-95, I-64, and I-195. 

The Boulevard Station would include a new headhouse with ticketing areas, checked baggage 

services, passenger waiting areas, and retail space. Parking facilities would be required along 

with space for rental cars, and pedestrian connections to the existing intercity bus depot nearby 

and local bus services (including a potential connection to the proposed BRT system). Train 

service could operate at this location as through service on the four mainline tracks. If the 

primary passenger train route through Richmond remains the CSXT A-Line, then a passengeronly loop track would be required to access the station. If the CSXT S-Line becomes the primary 

passenger train route, a loop track would not be necessary. A passenger-only loop track would 

allow for level boarding platforms in compliance with ADA, but would add trip time for trains 

making the loop. If the CSXT S-line is the primarily route, at least two level boarding platforms 

would also be possible. 

There is an existing Greyhound bus terminal on the north side of Boulevard West, adjacent to 

the potential train station site, which could provide multimodal transit connections. The 

Boulevard site is adjacent to an area of approximately 60 to 100 acres around the local baseball 

stadium (the Diamond) that is under consideration by the City of Richmond for redevelopment; the site is also adjacent to the neighborhood of Scott’s Addition, one of the larger 

industrial and commercial districts in Richmond. A registered Historic District, Scott’s 

Addition contains a mix of modest dwellings and large industrial plants, commercial buildings, 

and warehouses amongst the existing dwellings. 

Train service could operate at this location as through service on the four mainline tracks with 

primary access to southern destinations via the CSXT S-Line. Alternatively a loop track could be 

incorporated into this station allowing trains utilizing the A-Line to access the station to/from 

the south. The Boulevard station location could also be accessible from the S-Line; however, the 

S-Line route would require considerably more rail improvements between the Boulevard 

Station location and Centralia, including a new rail bridge across the James River. Both options 

for the Boulevard station are carried forward for further consideration in the Draft EIS. 

DRPT determined the Boulevard Station site to the north and west of Boulevard would be 

carried forward for further consideration as Richmond’s intercity rail station due to its central 

location, proximity to local/regional primary roads, potential multimodal transit connections, 

and potential for transit oriented development. Vehicular access to the station would be from 

Boulevard West. There is access to I-95/I-64 approximately 2,600 feet northwest along 

Boulevard West, and the intersection of I-95 and I-195/I-64 is slightly less than one mile north 

along I-95. The Boulevard site to the north and east of Boulevard is not centrally located to the 

platform locations, and would not have ready pedestrian access to the intercity bus terminal on 

the other side of Boulevard; therefore, this location was not selected by DRPT for further 

consideration. Figure 8-28 shows the area surrounding the potential Boulevard Station. 
Summit Ave

Norfolk St

Boulevard West N Boulevard N

Altamont Ave

Mactavish Ave Highpoint Ave Rockbridge St

N Boulevard S

City Garage Priv

Boulevard

Station

(Proposed)

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Legend n¤ Proposed Station

Station Site ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-28

Boulevard Station

(proposed)

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-66 Alternatives Technical Report

DRPT recommends that the Boulevard Station location north and west of Boulevard be carried 

forward for further study due to its location and potential to serve as a single combined station 

for the Richmond area. However, the Boulevard Station location’s close proximity to Staples 

Mill Road station precludes the Boulevard location from being considered as a central station 

operating in conjunction with a suburban station—the two station sites are less than 4 miles 

apart making for inefficient passenger service operation. Close proximity of stations does not 

provide adequate choice for regional riders, adversely affects efficiency of train operations, and 

reduces fuel efficiency. The Boulevard location is also less than 4 miles from Main Street Station 

and thus the stations are too close to operate in conjunction; therefore, developing both stations 

would not be reasonable. 

8.3.5.19 Broad Street Station, Richmond, Virginia 

The Broad Street Station (also known as Richmond Union Station) located at 2500 West Broad 

Street was built as the southern terminus for the RF&P in 1917. The station also served the 

Atlantic Coast Line Railroad. The impressive neoclassical revival building is set back from the 

street with manicured lawns in the foreground. During the station’s operation, trains accessed 

the station by means of a loop track south of the RF&P and its junction with the Bellwood 

Subdivision of the Seaboard Air Line Railroad. Passenger service to the station ceased in 1975, 

with all passenger service relocated to the Staples Mill Road Station. The station became the 

home of the Science Museum of Virginia in 1976, which remains in the substantially remodeled 

and expanded building. Although it is not in service as a train station, the historic platforms and 

several tracks used for exhibits of historic rolling stock remain in place. These tracks connect to 

the RF&P main track, but they are rarely used and in such a state of disrepair that 

improvements would need to be made in order for any equipment to run on them. The 

Museum has a large parking area that can accommodate over 300 vehicles with dedicated 

accessible parking in addition to bicycle parking. 

The historic former train station building on Broad Street is not under consideration for future 

passenger rail service. However, the area in the vicinity of the station could potentially host a 

DC2RVA station site. The site is approximately 107 miles from Union Station in Washington, 

D.C. and 2.7 miles from the state capitol building in downtown Richmond. 

Figures 8-29 and 8-30 show the historic Broad Street Station and West Leigh Street, an area that 

could potentially host a new station. Figure 8-31 is a map of the Broad Street Station area. 

 

FIGURES 8-29 AND 8-30: HISTORIC BROAD STREET STATION AND W. LEIGH STREET AREA 
W Grace St N Robinson St

Dmv Dr

N Davis Ave W Broad St E W Broad St W

Terminal Pl

W Leigh St E

Broad Street

Station

(Proposed)

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Legend n¤ Proposed Station

Station Site

3⁄4ÀCTRG Greater Richmond

Transit Company

Accessible Path

Science Museum

Pick Up/Drop-Off

ADA Parking

Parking ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Louisa

Fauquier

Caroline

Hanover

Essex

Chesterfield

Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-31 Broad 

Street Station 

(proposed) Area 

Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-68 Alternatives Technical Report

The Broad Street Station area is located in an urban location about three miles from the Virginia 

Capitol. There is no vacant land and there are no prominent natural/environmental features. 

The topography is generally flat. The neighboring land uses are primarily strip commercial with 

several former industrial buildings that have been converted to residential and other uses. 

Other adjacent/nearby facilities include the Children’s Museum of Virginia, Commonwealth of 

Virginia Department of Motor Vehicles headquarters, and the Washington Redskins Training 

Center and practice fields. 

The Broad Street Station area is accessible from West Broad Street. The station can be accessed 

from I-195 via West Broad Street, and from I-64/I-95 via North Boulevard. All three interstates 

are a driving distance of under two miles. The Science Museum shares a 325-space surface 

parking lot with the Children’s Museum. The Museum also has dedicated accessible parking in 

addition to bicycle parking. There is space for tour buses to unload passengers near the Science 

Museum entrance, which could also function as a train station pick-up and drop-off location. 

GRTC bus routes 1, 2, 3, 4, 6, 19, and 24 provide transit access to the Science Museum. The bus 

stop located at West Broad Street and North Robinson Street (adjacent to the front driveway 

exit) has a shelter and seating. In addition, a BRT system along West Broad Street currently in 

the planning stages would serve the Science Museum and potential station. 

DRPT determined that a potential new rail station adjacent to the old train station/Science 

Museum on Broad Street would be carried forward for further consideration. The station at this 

location would need sufficient space for ticketing areas, checked baggage services, passenger 

waiting areas, and retail space. A large parking facility would be required and space for kiss 

and ride, buses, taxis, and rental cars. Traffic and parking related issues along with train crew 

facilities, including locker rooms, break rooms, and security rooms would be incorporated into 

the design and evaluated in the Tier II Draft EIS. The tracks serving the station would require 

connections to the mainline, enabling trains to reverse direction or continue in their original 

direction. A loop track, similar to but larger than the historic loop track that once served the 

station, would be required for the station to function. Land acquisition would be required for 

the new station and facilities, including the loop track. The loop track would totally enclose the 

area currently used for the Washington Redskins Football Team summer training camp, and 

likely require demolition of several existing buildings, including restored historic buildings 

now used as residential. The requirements for a modern rail station are not compatible with the 

existing and projected future use of the historic Union Station building as a science museum. 

DRPT does not recommend the Broad Street location for consideration as either a central 

Richmond station or as a combined station due to the likely effects on the existing Science 

Museum, the substantial property acquisition anticipated to add a loop track, and the additional 

trip time added for passenger trains making the loop. However, the City of Richmond has 

requested that the potential for a station at Broad Street be evaluated further in the Tier II DEIS. 

Therefore, DRPT is including the Broad Street Station within the Draft EIS for further 

consideration. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-69 Alternatives Technical Report

8.3.5.20 Main Street Station 

Main Street Station is a multi-use facility owned by the City of Richmond at 1500 East Main 

Street in Richmond’s Shockoe Valley and Tobacco Row Historic District (Figure 8-32). “Shockoe 

Bottom,” as the area is known, was named for the valley of Shockoe Creek between Church Hill 

and Shockoe Hill, and is part of Richmond’s original settlement. There are numerous historic 

and cultural resources in the vicinity, including Lumpkins Slave Jail. 

FIGURE 8-32: AREAL MAP OF MAIN STREET STATION 

The brick French Renaissance station building was first opened as a rail station in 1901. It is 

surrounded by elevated road and rail structures, including an elevated section of I-95 and the 

famed “triple crossing” rail bridges. The station building and adjacent train shed are on the 

National Register of Historic Places and designated as a National Historic Landmark. The 

station was originally built to jointly serve the Chesapeake & Ohio and Seaboard Air Line 

railroads. Passenger rail service to Main Street Station was suspended from 1975 until 2003. In 

the intervening years the station experienced flooding, a devastating fire, followed by 

renovation for use as a shopping mall, which operated from 1985 to 1987. 

The City of Richmond, with funding assistance from federal and state sources, made necessary 

renovations to restore service to the station in 2003. Additional improvements are currently 

underway to accommodate retail and event space in the 123-by-517 foot train shed, and 

investments in the station and train shed top $86 million since 1992. 

Today the facility houses government offices, event space, and a passenger rail waiting area. It 

is surrounded by offices and retail uses including restaurants and the 17th Street Farmers' 

Market. Capital Square, VCU Medical Center, and downtown office high-rises are all located 

within a mile of the station located nearby on the west side of the I-95 corridor. 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-70 Alternatives Technical Report

The James River is approximately a third of a mile south of the station building, and the 

topography of the area generally rises from the river and north of the station. The station area 

is designated as part of the 100-year floodplain, although it separated from the James River by a 

floodwall that limits flooding by re-directing Shockoe Creek and area stormwater through an 

underground conduit beneath Main Street Station. 

Due to the topography of the station location, trains access the station and shed along almost 3 

miles of viaducts (raised trestles), with raised tracks/trestles on both the east and west side of 

the station. Platforms and tracks are owned by CSXT. The east side track connects to CSXT’s 

Peninsula Subdivision, which continues eastward through Fulton Yard to Newport News and 

connects to the S-Line north of the station at AM Junction. The east side passenger platform was 

recently rebuilt on its original trestles to a length of 850 feet, also the length of the train shed. 

CSXT operates the track on the west side of the station building for freight service. The west 

track carries freight trains southward from AM Junction and continues across the James River 

along the S-Line. 

The station is served by Amtrak’s Northeast Regional (Virginia) service, which provides service 

between Boston and Newport News. The station is served by four daily passenger trains (two in 

each direction). The station hours are 9:00 a.m. to 7:00 p.m., daily. The station building has an 

indoor waiting area with seating, ticket vending machines, restrooms, water fountains, 

newspaper stands and information relevant for tourists/visitors. The station is ADA-accessible 

and provides an accessible platform, elevator, and wheelchair lift. Considered by Amtrak to be 

a Category 3 Caretaker Station, Amtrak does not provide ticketing or baggage services. 

The nearest access to I-95 is 0.6 mile from the station. I-95 connects to most locations north and 

south and also intersects with I-64 which connects to Charlottesville in the northwest and 

Williamsburg in southeast. There are 30 long-term parking spaces with parking meters, 

although the first 30 minutes are free. The station also includes dedicated ADA-accessible 

parking. There are no car rental facilities or designated cab stands near the station. There is no 

dedicated space for Kiss & Ride. 

The station can be accessed by the following transit connections: 

 GRTC Transit System (GRTC) Routes: 43, 44, 45, 52, 53, 62, 63, 73. The bus stops at the 

station have neither shelters nor seating. 

 Shuttle Bus (RamRide): Sanger Express, connecting VCU commuter parking with 

campus buildings. 

 Intercity Bus (Megabus): Service to New York, Baltimore, Philadelphia, Washington, 

D.C., and other cities on the east coast. 

There are no designated bicycle lanes in the area, and no dedicated bike parking is available at 

the station. There are sidewalks on both sides of East Main Street, and the surrounding area 

generally has adequate pedestrian facilities typical of an urban downtown connecting the 

station to nearby retail and offices, including Virginia state government offices. 

Projects that are currently underway for Main Street Station include the following: 

 The City of Richmond is currently renovating the historic Train Shed with the goal of redeveloping the structure into an indoor market, tourism center, and event space, while 

continuing to accommodate multi-modal transportation, including intercity passenger 

rail service. The renovations include constructing side platforms alongside the shed on 
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-71 Alternatives Technical Report

both east and west sides (platforms will be the length of the shed, ~517 feet) with the 

potential to have up to two through tracks on each side of the station (the S-Line on the 

west and Peninsula Subdivision on the east, 

 The renovation of the shed is the third phase of a $72.3 million multi-year project to 

rehabilitate Main Street Station. 

 The shed will have glass walls and will be lighted at night, giving it high visibility from 

I-95. 

 The shed renovation also involves reopening Franklin Street to allow pedestrian and 

bicycle traffic to pass under the shed. 

 In addition to train service, city officials want to make Main Street Station a multi-modal 

hub for buses and bicycle traffic. 

GRTC Pulse, the bus rapid transit system expected to be operational by October 2017, will 

feature a stop directly in front of Main Street Station, which will also be linked to the Virginia 

Capital Trail (a bicycle/footpath linking Richmond and Williamsburg). 

Figures 8-33 and 8-34 show the outside of the headhouse and passenger waiting area. Figure 8-

35 is a map of the region. 

FIGURES 8-33 AND 8-34: MAIN STREET STATION HEADHOUSE AND WAITING AREA 

 
N 14th St N

E Broad St E

E Broad St

N 18th St

E Main St

N 16th St

E Broad St W

E Franklin St

S 18th St

E Grace St

Walnut Aly

N Old 14th St

N 17th St

S 17th St

N 15th St

Ambler St

Crane St

E Cary St N 14th St S

I 95 Downtown Expy

I 95 S

Broad

I 95 N

Main Street

Station

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Legend I3 Amtrak Station

Existing Track

Station Site

3⁄4ÀCTRG Greater Richmond

Transit Company

!(BM Megabus Intercity

Bus

Accessible Path

Station Building

ADA Parking

Parking

Platform with

Shelter ^_§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

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Louisa

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Caroline

Hanover

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Spotsylvania

Henrico

Prince William

King William

New Kent

King

and

Queen

Charles City

King George

City of

Richmond

Falls

Church

Manassas Park

Figure 8-35

Richmond 

Main Street 

Area Map

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

2013 VGIN VBMP Aerial Imagery [

0 100 200

Feet

1 inch = 200 feet

@ 8.5 x 11 inches
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-73 Alternatives Technical Report

8.3.5.21 Southern Richmond Suburban Stations 

DRPT evaluated locations south of downtown Richmond on the DC2RVA corridor for potential 

development as a new Richmond suburban intercity passenger rail station (Figure 8-36). 

Potential station sites were identified based on the following siting criteria: 

 On either the CSXT A-Line or S-Line between James River and Centralia 

 A location where an arterial road crosses the right-of-way 

 Sufficient length of tangent track to accommodate 1,200 feet platforms 

The following four sites on the CSXT A-Line were identified (Figure 8-36): 

 Hull Street Road (Route 360) 

 Warwick/Bells Road 

 Walmsley Boulevard 

 Chester Road (Route 288) 

All of the sites would require land acquisition and development of a new station, ancillary 

facilities and parking, and upgrades to area roads (possibly including traffic signals and turning 

lanes) to accommodate anticipated station traffic. Northeast Regional (Virginia) passenger trains 

serving Newport News (which use the Peninsula Subdivision tracks to reach the Richmond 

area, passing Main Street Station on the east) would not be able to serve any of these locations. 

The travel times between Washington, D.C. and stations south of downtown Richmond would 

be greater than those to the north due to the increased distance. Additionally, the southern part 

of the Richmond region has a lower population density compared to the northern suburbs. 

While these locations have good connections to arterial roadways, the primary roadway 

network is not as densely developed as it is to the north, and the potential station sites are 

removed from the major population centers south of downtown Richmond. Because of these 

factors, DRPT dismissed these sites from further consideration. 

8.3.5.22 Hull Street Road (Route 360), South Richmond 

A potential station site was identified east of the CSXT A-Line tracks and north of Hull Street 

Road in southside Richmond. The site is between the CSXT right-of-way and the rear of a strip 

shopping center; access from Hull Street Road is through the shopping center’s parking lot. The 

existing land uses on the site are auto and truck repair, storage, and towing. Other than the 

shopping center to the east, the surrounding area is primarily suburban residential with 

neighborhoods to the north and west. The site is approximately 3.5 miles south of downtown 

Richmond, 3 miles from I-95 and 2.5 miles to Chippenham Parkway (Route 150), a rural freeway 

south of the site that connects I-95 to Powhite Parkway. Estimated travel times are 12 minutes to 

I-95 at Maury Street and 6 minutes to the Chippenham Parkway interchange at Hull Street 

Road. DRPT considered this site as a potential new Richmond suburban station but dismissed it 

because of the lower population density in the southern part of the Richmond region, potential 

land use conflicts, limited access to primary roads, and train operational concerns. 
Æb

ÆbÆb

Æb

ÆbÆbÆb

Boulevard

Staples Mill Road

Broad Street

Main Street

Parham Road

I3

I3

Hull Street Road

Warwick Road

Walmsley Boulevard

Chester Road

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Figure 8-36

South Richmond 

Suburban Station 

Locations 

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap: ESRI World Topographic Map

1 inch = 2 miles

@ 8.5 x 11 inches

[

012

Miles

Legend

Existing Track

I3 Existing Amtrak

Station

Æb Potential Amtrak

Station
STATION LOCATION OPTIONS 

D.C. to Richmond Southeast High Speed Rail 8-75 Alternatives Technical Report

8.3.5.23 Warwick/Bells Road, South Richmond 

A potential station site on the CSXT A-Line tracks was identified at Warwick Road in southside 

Richmond. The existing land uses include warehouses, open storage of construction equipment 

and materials, and vacant wooded areas. The site is approximately 5 miles south of downtown 

Richmond, 2.5 miles from I-95, and 3.0 miles to Chippenham Parkway (Route 150). Estimated 

travel times to major highways are approximately 6 minutes to I-95 and 8 minutes to 

Chippenham Parkway. DRPT considered the site as a potential new Richmond suburban station 

but dismissed it because of the lower population density in the southern part of the Richmond 

region, limited access to primary roads and train operational concerns. 

8.3.5.24 Walmsley Boulevard, South Richmond 

A potential station site to serve the southern Richmond area was identified on the CSXT A-Line 

tracks at Walmsley Boulevard. The existing land uses include warehouses and manufacturing 

facilities, with low density residential areas are less than 1⁄4 mile away. The site is approximately 

6 miles to downtown Richmond, 1.5 miles to Chippenham Parkway and 2.5 miles to I-95 (via 

Chippenham Parkway). The estimated travel times are 4 minutes to Chippenham Parkway and 

5 minutes to I-95. Because of the lower population density in the southern part of the Richmond 

region and concerns about train operations, DRPT eliminated this site from consideration. 

8.3.5.25 Chester Road (Route 288), Chester, Virginia 

A potential station site to serve the southern Richmond area was identified on the CSXT A-Line 

tracks at Chester Road, south of Route 288 in Chesterfield County. The existing land uses on the 

site consist of low density commercial, including restaurants, gas stations, and a variety of 

businesses in a strip mall. The surrounding area is characterized by similar low density 

development, with commercial along Chester Road near the Route 288 interchange and 

suburban residential less than 1⁄4 mile from the site. This location is 10.5 miles from downtown 

Richmond; 0.5 miles from Route 288, a rural freeway that creates a partial beltway south and 

west of Richmond between I-95 and I-64; and 3 miles from I-95 via Route 288. Estimated travel 

times to the major roads are approximately 2 minutes to Route 288 and 4 minutes to I-95. DRPT 

dismissed this site as a potential Richmond suburban station due to the low population density 

in the surrounding area, distance from regional population centers, and train operational 

concerns. 
D.C. to Richmond Southeast High Speed Rail 9-1 Alternatives Technical Report 

ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

9.1 INTRODUCTION 

This chapter presents a summary of the build alternatives being carried forward for further 

evaluation in the Tier II Draft Environmental Impact Statement (EIS) for the Washington, D.C. 

to Richmond Southeast High Speed Rail (DC2RVA) project. The alternatives carried forward are 

those that potentially meet the Project’s Purpose and Need, are buildable, and are anticipated to 

have acceptable levels of impact to the human and natural environments based on the screening 

process and initial evaluations described in Chapter 5 and the screening results provided in 

Chapter 6, 7, and 8. These alternatives will be evaluated in greater detail in the Tier II Draft EIS. 

The build options were developed based on rail alignments that added an additional main track 

to segments of the corridor within three general areas: Northern Virginia, Central Virginia, and 

Richmond. As defined in Chapter 2, the Northern Virginia area extends from the northern 

terminus of the DC2RVA corridor at Control Point (RO) in Arlington County (MP CFP-110) to 

Crossroads (XR) in Spotsylvania County (Figure 2-3), the southern terminus of the part of the 

corridor shared with Virginia Railway Express (VRE). The Northern Virginia portion of the 

corridor is used by Amtrak, VRE, CSX Transportation (CSXT), and Norfolk Southern north of 

MP 102.8 after merging with CSXT. The Central Virginia area extends from Crossroads south to 

Greendale (GR) in Henrico County, just north of Staples Mill Road Station and north of 

Richmond, VA (Figure 2-4). This part of the corridor is used by CSXT and Amtrak. The 

Richmond area extends from Greendale through Staples Mill Road Station and CSXT’s Acca 

Yard to the wye junction where two rail routes run north-south through Richmond: the A-Line, 

from the west Acca Yard wye (WAY) over the James River to Centralia, in Chesterfield County, 

and the S-Line, from the south Acca Yard wye (SAY) through AM Junction and then past Main 

Street Station and over the James River to Centralia (Figure 2-5). The area also includes a 

portion of the CSXT Peninsula Subdivision and the Buckingham Branch Railroad from Doswell 

to Richmond. The Richmond area is used by CSXT and Amtrak and is a critical junction in 

CSXT’s rail system in Virginia. 

The alignment build options for each segment were then evaluated and screened applying the 

Stage I, II, and III criteria defined in Chapter 5, and detail evaluations presented in Chapters 6, 

7, and 8. 

The build options carried forward from screening for each segment were then re-combined and 

categorized into six areas along the corridor for future/further consideration in the Tier II Draft 

EIS based on the conditions and rail options unique to each area. Each of the six areas has its 

own set of alternatives; combining one alternative from each area forms a corridor alternative. 

These areas and their alternatives are listed below. Figure 9-1 presents a map showing the 

corridor divided into the six areas. 

9
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-2 Alternatives Technical Report 

Area 1: Arlington (approach to Long Bridge)—3 Alternatives 

 Add 2 tracks on the east 

 Add 2 tracks on the west 

 Add 1-track east & 1-track west 

Area 2: Northern Virginia (Arlington to Dahlgren Spur)—1 Alternative 

 Improved Speed Option combined with No Additional Track Option 

Area 3: Fredericksburg (Dahlgren Spur to Crossroads)—3 Alternatives 

 No Additional Track 

 Add 1-track East of Existing tracks to sub-segments with only 2 tracks currently 

 Add 2-track Bypass East, with no additional track in Fredericksburg 

Area 4: Central Virginia Area (Crossroads to Doswell)—1 Alternative 

 Improved Speed Option (add 1 track) 

Area 5: Ashland Area (Doswell to ~ I-295)—4 Alternatives Plus Station Options 

 Improved Speed Option north & south, with No Additional Track in Ashland 

 Improved Speed Option north & south, add 1 track East of Existing in Ashland 

 Improved Speed Option north & south, add 1 track and center 3 tracks in Ashland 

 Improved Speed Option, add 2-track West Bypass around Ashland 

Area 6: Richmond Area (I-295 to Centralia)—7 Alternatives 

 Staples Mill Road Station only 

 Boulevard Road Station only (A-line) 

 Boulevard Road Station only (S-line) 

 Broad Street Station only 

 Main Street Station only 

 Split Service - Staples Mill Road/Main Street Stations 

 Full Service - Staples Mill Road/Main Street Stations 

 Shared Service - Staples Mill Road/Main Street Stations 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-3 Alternatives Technical Report 

FIGURE 9-1: DC2RVA CORRIDOR AREAS 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-4 Alternatives Technical Report 

The Tier II EIS will also consider the consequences of not building the Project. This do nothing 

or “No Build Alternative” represents the existing conditions in the corridor without the Project, 

both now and projected into the future, and includes other reasonable and foreseeable projects 

that may be implemented. The specific characteristics of the No Build Alternative will be 

defined and described further in the Tier II Draft EIS. While the No Build alternative by 

definition does not meet the Project’s Purpose and Need, it is a required part of the National 

Environmental Policy Act (NEPA) process and is carried forward into the Draft EIS for detailed 

analysis at the segment, area, and corridor level. The No Build Alternative provides a baseline 

against which to compare the benefits and impacts of the build alternatives. 

Table 9-1 shows the milepost break points for each of the six areas along the corridor as well as 

the segments incorporated into the areas and reasoning for the specific grouping. 

General layouts and plans identifying specific improvements to track and road alignments for 

the build alternatives are identified in Appendix OO. All improvements to rail and road 

infrastructure and related project elements would be conducted in accordance with the 

DC2RVA Basis of Design and applicable regulations and permits. Descriptions of the 

alternatives are presented below. 
D.C. to Richmond Southeast High Speed Rail 9-5 Alte

TABLE 9-1: ALTERNATIVE AREAS FOR TIER II DRAFT EIS Alternative Area 

Area Mileposts 

Incorporated Segments or Sub-segments 

Segment Milepost Split 

Subarea Subare

Length (mi) 

1: Arlington (Approach to Long Bridge) 

CFP 110 - CFP 109.3 

01: Rosslyn to Alexandria (ROAF) 1A: 2-Track East Alignment 0.7 

1B: 2-Track West Alignment 0.7 1C: 1-Track East & 1-Track West Alignment 0.7 

2: Northern Virginia 

CFP 109.3 - CFP 62 

01: Rosslyn to Alexandria (ROAF) 02: Alexandria to Franconia (AFFR) 03: Franconia to Lorton (FRLO) 04: Lorton to Powells Creek (LOPC) 05: Powells Creek to Arkendale (PCAR) 06: Arkendale to Dahlgren Junction (ARDJ) 

01: CFP 104.3 - CFP 98.0 

2A- Add 1 Track East of West in Some Sections; Improve Existing Track 

47.3 

3: Fredericksburg CFP 62 - 

CFP 48 

06: Arkendale to Dahlgren Junction (ARDJ) 07: Dahlgren Junction to Fredericksburg (DJFB) 08: Fredericksburg to Hamilton (FBHA) 09: Hamilton to Crossroads (HAXR) 10: Crossroads to Guinea (XRGU) 21: Fredericksburg Bypass (FBBP) 

06: CFP 72.1-CFP 61.1 

3A: No Additional Track 14 3B: Add Main Track East of Existing 14 3C: 2-Track Bypass (East) 18 

4: Central Virginia 

CFP 48 - CFP 19 

10: Crossroads to Guinea (XRGU) 11: Guinea to Milford (GUMD) 12: Milford to North Doswell (MDND) 13: North Doswell to Elmont (NDEL) 

10: CFP 53.2 - CFP 47.5 4A: Add 1 Track East of West; 

Improve Existing Track 29 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-6 Alte

TABLE 9-1: ALTERNATIVE AREAS FOR TIER II DRAFT EIS Alternative Area 

Area Mileposts 

Incorporated Segments or Sub-segments 

Segment Milepost Split 

Subarea Subare

Length (mi) 

5: Ashland CFP 19 -

CFP 09 

13: North Doswell to Elmont (NDEL) 14: Elmont to Greendale (ELGN) 22: Ashland Bypass (ASBP) 

13: CFP 23.1- CFP 11.4 

5A: No Additional Track; Improve or Relocate Station 10 5B: Add 1 Track East of Existing Tracks; Improve of Relocate Station 

10 

5C: 2-Track Bypass (West) Improve or Relocate Station 11 5D: Add 1 Track & Center Existing Tracks; Relocate Station 10 

6: Richmond Area 

CFP 09 - A 011 (Centralia) 

14: Elmont to Greendale (ELGN) 15: Greendale to South Acca Yard/west Acca Yard (GNSA) 16: SAY/WAY to AM Junction (Hermitage Lead) (SAAM) 17: AM Junction to Centralia- S-Line (AMCE) 18: West Acca Yard to Centralia –A Line (WACE) 19: AM Junction to Fulton Yard (AMFY) 20: Buckingham Branch/Hospital Wye (BBHW) 

14: CFP 11.4 - CFP 4.8 

6A: Staples Mill Road Station Only 23 6B: Boulevard Station Only 24 6C: Broad Street Station Only 24 6D: Main Street Station Only 23 6E: Main Street & Staples Mill Road Split Service 26 6F: Main Street & Staples Mill Road Full Service 23 6G: Main Street & Staples Mill Road Shared Service 23 
D.C. to Richmond Southeast High Speed Rail 9-7 Alternatives Technical Report 

9.2 BUILD ALTERNATIVES COMMON ELEMENTS 

9.2.1 Improved Speed Option 

The Improved Speed Option would add one main track, improve the existing main tracks to 

Class 5 standards1 where improved speeds can be achieved, shift track in some curves to allow 

greater train speeds, and improve signals and communications. The additional track and shifts 

in rail alignment would largely occur within existing right-of-way. The Improved Speed Option 

would maintain the existing straight track alignments and continue to use existing bridges over 

roads, railroads, and waterways. New structures and bridges would be added parallel to 

existing structures to carry the new main track. Bridges over major waterways were designed 

with substructures capable of supporting two tracks, but with superstructures and bridge spans 

designed for only one track under the DC2RVA project. 

The Improved Speed option would add one main line track to the east or west of existing track 

and realign existing tracks in curves to improve speed. This would result in a total of three or 

more main line tracks along the length of the corridor. The additional track would be located on 

either the east or west side of the existing tracks based on site constraints described in Chapters 

6, 7, and 8. The Improved Speed option would continue to use existing tangent track and 

existing rail bridges. Additional crossovers between main line tracks would be included. Track 

alignment at existing and proposed Amtrak and VRE stations would allow for one or more 

island platforms and side platforms, with grade-separated pedestrian access so that there would 

be platform access from all main tracks, maximizing operating flexibility. 

Additional infrastructure improvements throughout the Improved Speed Alternative include: 

 Extending the existing culverts along the alignment to accommodate the new third main 

line track. 

 Installing approximately two, 36 to 48-inch culverts under the rail line every mile along 

the alignment using a jack and bore technique (specific locations are not identified but 

an allowance has been included in the cost estimates). 

 Constructing additional rail bridges adjacent to the existing rail bridges to carry the new 

track over roads and waterways. 

 Replacing road overpasses where there is insufficient vertical and horizontal clearance 

for the new track. 

 Improving at-grade crossings by adding additional safety warning devices, re-aligning 

the crossing, or adding four-quadrant gates as detailed in Chapter 7 and determined in 

the Draft EIS. 

 

1 Class 5 standards are based on classes of track established by the Federal Railroad Administration and defined in 49 

CFR 213. There are five classes of track, Class 1 through 5, that represent specific speeds for freight and passenger 

rail. Class 1 track allows for operating speeds of 10 mph for freight and 15 mph for passenger rail, while Class 5 

allows for 80 mph for freight and 90 mph for passenger rail. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-8 Alternatives Technical Report 

 Grade-separating several existing at-grade crossings as detailed in Chapter 7 and 

determined in the Draft EIS. 

 Extending and widening platforms at existing or proposed Amtrak stations. Gradeseparated pedestrian access would be included. 

 New or improved Amtrak station facilities, including station buildings and parking, 

as determined in the Draft Tier II EIS. 

 Track alignment at VRE stations that accommodate VRE’s plans for extending side 

platforms and adding island platforms where required or proposed (again, 

providing platform access for all tracks for operating flexibility). 

 Stormwater management facilities. 

 Signal and communication facilities. 

9.2.2 No Additional Track Option 

A No Additional Track Option is being considered in several segments of the corridor. Some 

segments that currently have three tracks and do not require an additional track will be 

evaluated for minor improvements in an effort to meet the Purpose and Need of the Project. 

Some segments or sub-segments may not have sufficient room within existing right of way for 

an additional track. In these segments, a No Additional Track Option is also being considered. 

The No Additional Track Option would shift track in some curves to allow greater train speeds, 

and improve signals and communications. No Additional Track Option would maintain the 

existing straight track alignments and continue to use existing bridges over roads, railroads, 

and waterways. As no new track would be added, there would be no new rail bridges. 

The No Additional Track option includes minor improvements to signals and communications 

systems, at-grade crossing safety systems, additional crossovers between existing main line 

track, additional sidings, realignment of existing track within the right-of-way to achieve higher 

speeds, or other minor rail infrastructure improvements work. The No Additional Track option 

by itself does not meet the Project’s Purpose and Need for the corridor as a whole because it 

does not provide additional capacity, improved reliability, or reduced travel time. The No 

Additional Track option can meet the Project’s Purpose and Need on a segment by segment 

basis where there is already sufficient capacity in a segment. Therefore, the No Additional 

Track option is carried forward for four segments in the Northern Virginia area where there are 

three main tracks existing or under construction: 

 Alexandria to Franconia (AFFR) currently has three tracks from the AF interlocking at 

MP 104.5 south to MP 98 just north of the Franconia-Springfield station. 

 Powells Creek to Arkendale (PCAR) is currently under construction to add a third track. 

 Fredericksburg to Hamilton (FBHA) currently has three main line tracks from MP 58.5 to 

MP 56. 

 Hamilton to Crossroads (HAXR) currently has three main line tracks along with the new 

VRE Spotsylvania Station. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-9 Alternatives Technical Report 

The No Additional Track option for these four segments would be joined north and south to 

segments already having three or more main tracks or segments with Improved Speed options 

adding a third main track, forming a continuous stretch of three or more main tracks. 

In addition, DRPT considered the No Additional Track option for two segments/sub-segments 

where existing right of way is limited: 

 Dahlgren Junction to Fredericksburg (DJFB) 

 Town of Ashland, within North Doswell to Elmont (NDEL) 

The No Additional Track option for DJFB would be joined at the north to a segment with the 

Improved Speed option adding a third main track, and joined at the south to segments that 

already have three main tracks, forming a continuous stretch of three main tracks. The No 

Additional Track option for NDEL would leave an approximately two mile section of existing 

two track main line through Ashland, joining to the Improved Speed option adding a third 

main track north to Doswell and south to Elmont. 

9.2.3 Bypass Alternatives 

Bypass Alternative alignments are being considered in Fredericksburg and Ashland in lieu of 

adding a track along the existing alignment through each town. In Fredericksburg, a two-track 

bypass would be added on the east in lieu of adding a third track through Fredericksburg. The 

Fredericksburg bypass would extend from the Dahlgren Spur in Stafford County east, and then 

south across the Rappahannock River to connect to the CSXT main line south of Crossroads in 

Spotsylvania County. In Ashland, a two-track bypass would be added on the west in lieu of a 

third track through Ashland. The Ashland Bypass would extend south and west from the CSXT 

main line north of Ashland, connecting to the main line south of Ashland in Hanover County. 

The bypass alignments are anticipated to be used primarily by freight trains, and possibly the 

Auto Train and other passenger trains not serving Fredericksburg or Ashland. The Amtrak 

passenger trains and/or VRE commuter trains serving the station in Fredericksburg or Ashland 

would continue to use the existing tracks and station. Some freight trains may also continue 

through the respective towns. Each Bypass Alternative includes the following common 

elements: 

 Acquiring additional right-of-way for a 135-foot wide corridor2 for the new bypass. 

 Existing track in town to remain as is, possibly with minor improvements. 

 Stations to be improved with expanded platforms, additional parking, and new station 

facilities. 

 Installing two, 36 to 48-inch culverts under the new rail line every mile along the 

alignment. 

 Constructing rail bridges over waterways. 

 

2 A 135-foot wide corridor was used for planning purposes and to identify a reasonably worst case limit of 

disturbance for calculating potential impacts. The actual width of new right of way required for a two-track bypass 

would be determined during final design, and would likely be less than 135 feet in width. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-10 Alternatives Technical Report 

 Grade-separating or closing roads crossing the bypass alignment. 

 Stormwater management facilities. 

 Signal and communication facilities both in town along the existing main line and the 

bypass. 

9.2.4 Richmond Area Alternatives 

The Richmond area is characterized by several potential rail alignments and multiple station 

location options. While rail improvements and even additional track can be added within the 

existing right-of-way in many segments in Richmond, the dense urban environment and 

potential impacts precluded a focus on higher speed. Instead, as described in Chapter 5, the 

focus is on adding capacity, with station locations identified and used as the basis for 

identifying sets of rail improvements to form alternatives. DRPT evaluated station locations 

against the FRA and Amtrak station guidelines as well as the Project’s Basis of Design to 

determine potential suitability for higher speed passenger service. Rail improvements were 

identified for both passenger rail and to facilitate freight rail movements and alleviate 

bottlenecks that could adversely affect passenger service. Seven alternatives for the Richmond 

area are carried forward for further evaluation in the Tier II Draft EIS: 

 Single Station Options (include rail service along either the S-Line or A-Line to existing 

and proposed stations in Richmond): 

– Staples Mill Road Station (via A-Line) 

– Boulevard Station (via A-Line) 

– Boulevard Station (via S-Line) 

– Broad Street Station (via A-Line) 

– Main Street Station (via S-Line): 

 Via S-Line/Peninsula Subdivision 

 Via S-Line/Peninsula Subdivision + Freight Connector Bypass 

 Two-Station Options (include rail service to both Main Street Station and Staples Mill 

Road Station):

– Full Service (via S-Line)—All long distance, interstate corridor, and northeast 

regional passenger trains moving north-south through Richmond route through 

Staples Mill Road Station to the west side of Main Street Station and then to 

Centralia using the S-line; northeast regional service to Newport News continues 

from the east side of Main Street Station on the Peninsula Subdivision. Requires 

three interoperable main tracks between Acca Yard and Main Street Station. 

– Full Service (via S-Line) + Freight Connector Bypass—Similar to full service, but a 

freight connector bypass would be built across the James River as a means to 

facilitate freight movements within the Richmond area, which, in turn would 

facilitate passenger train movements from the Peninsula Subdivision, and between 

Main Street Station and Acca Yard. Requires only two interoperable main tracks 

between Acca Yard and Main Street Station. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-11 Alternatives Technical Report 

– Split Service (via A-Line)—All long distance, interstate corridor, and northeast 

regional passenger trains moving north-south through Richmond route through 

Staples Mill Road Station to Centralia using the A-line, bypassing Main Street 

Station; northeast regional service to Newport News continues from the east side of 

Main Street Station on the Peninsula Subdivision. Requires only two interoperable 

main tracks between Acca Yard and Main Street Station. 

– Shared Service (via A-line and S-Line)—All long distance, interstate corridor, and 

northeast regional passenger trains moving north-south through Richmond route 

through Staples Mill Road Station either (a) to the west side of Main Street Station 

and then to Centralia using the S-line, or (b) to Centralia using the A-line; northeast 

regional service to Newport News continues from the east side of Main Street Station 

on the Peninsula Subdivision. Requires three interoperable main tracks between 

Acca Yard and Main Street Station. 

– Shared Service (via A-line and S-Line) + Freight Connector Bypass—Similar to 

shared service with the addition that a freight connector bypass would be built 

across the James River to facilitate freight movements within the Richmond area, 

which, in turn would facilitate passenger train movements from the Peninsula 

Subdivision, and between Main Street Station and Acca Yard. Requires only two 

interoperable main tracks between Acca Yard and Main Street Station. 

9.3 BUILD ALTERNATIVE DETAILED DESCRIPTIONS 

9.3.1 Arlington Alternatives 

In Arlington, at the northernmost point in the DC2RVA corridor, the Project terminates just 

south of the George Washington Parkway. The CSXT tracks continue north across the Parkway 

and over the Potomac River on the CSXT-owned Long Bridge. DDOT and FRA, in coordination 

with DRPT, VRE, and CSXT, are currently studying alternatives to add capacity to the rail 

system from the DC2RVA terminus north to Union Station in Washington, D.C. DDOT’s study 

is evaluating alternatives for adding a new rail bridge across the Potomac River parallel to the 

existing Long Bridge, including a new two track bridge to the east, a new two track bridge to 

the west, or two new single track bridges on the east and west of the existing Long Bridge. 

 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-12 Alternatives Technical Report 

The DC2RVA Arlington alternatives were developed to accommodate DDOT’s alternatives, and 

include (Figure 9-2): 

 Alternative 1A—Add 2 tracks on the east: This alternative would add two tracks on the 

east of the existing corridor from CFP 109.3 to CFP 110, ending about 1,500 feet south of 

the George Washington Parkway (The DDOT Long Bridge Study will evaluate the 

effects of crossing the Parkway and the Potomac River). The two additional tracks 

would be constructed within existing CSXT right of way. 

 Alternative 1B—Add 2 tracks on the west: This alternative would add two tracks on the 

west of the existing corridor from CFP 109.3 to CFP 110, ending about 1,500 feet south of 

the George Washington Parkway (The DDOT Long Bridge Study will evaluate the 

effects of crossing the Parkway and the Potomac River). The two additional tracks 

would be constructed within existing CSXT right of way. 

 Alternative 1C—Add 1-track east & 1-track west: This alternative would add two tracks 

(one track on the east and one track on the west) of the existing corridor from CFP 109.3 

to CFP 110, ending about 1,500 feet south of the George Washington Parkway (The 

DDOT Long Bridge Study will evaluate the effects of crossing the Parkway and the 

Potomac River). The two additional tracks would be constructed within existing CSXT 

right of way. 

 
§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

Figure 9-2

Arlington

Alternatives

[ Washington, D.C. Washington, D.C.

Richmond Richmond

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-2_ROOptions_11x17_AltTech_BW.mxd | Last Updated: 09.19.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery Source: 2015 Bing Aerial Imagery,

ESRI World Transportation

@ 11 x 17 inches

!

ADD ONE NEW TRACK TO THE EAST SIDE 

SOUTH OF GEORGE WASHINGTON

PARKWAY FOR ~1,600 FEET

ADD ONE NEW TRACK TO THE WEST SIDE 

SOUTH OF GEORGE WASHINGTON

PARKWAY FOR ~1,600 FEET

SHIFT TRACKS EAST TO INCREASE 

SPEED THROUGH CURVES

ADD ONE NEW TRACK TO THE EAST SIDE 

BETWEEN THE END OF THE TWO TRACKS

AND THE CRYSTAL CITY STATION

Waterfowl

Sanctuary

Potomac River

Potomac River

CFP 110

!

ADD TWO NEW TRACKS TO THE EAST SIDE 

SOUTH OF GEORGE WASHINGTON

PARKWAY FOR ~1,300 FEET

ADD ONE NEW TRACK TO THE EAST SIDE 

BETWEEN THE END OF THE TWO TRACKS

AND THE CRYSTAL CITY STATION

SHIFT TRACKS EAST TO INCREASE

SPEED THROUGH CURVES

CFP 110

!

!(

ADD TWO NEW TRACKS TO THE WEST SIDE 

SOUTH OF GEORGE WASHINGTON

PARKWAY FOR ~1,100 FEET

ADD ONE NEW TRACK TO THE EAST SIDE 

BETWEEN THE END OF THE TWO TRACKS

AND THE CRYSTAL CITY STATION

SHIFT TRACKS EAST TO INCREASE

SPEED THROUGH CURVES

Waterfowl

Sanctuary

Potomac River

CFP 110

ARLINGTON EAST AND WEST ADDITIONAL TRACKS OPTION

ARLINGTON EAST TWO ADDITIONAL TRACKS OPTION

ARLINGTON WEST TWO ADDITIONAL TRACKS OPTION

1 inch = 600 feet

0 300 600

Feet [

Long Bridge

Long Bridge

Legend

! CSXT Mileposts

Track - Existing

Track - Shift

Track - Proposed

Long Bridge

Waterfowl

Sanctuary

Potomac River

Track Improvements

*SEE SHEETS 001-002

*SEE SHEETS 003-004

*SEE SHEETS 005-006
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-14 Alternatives Technical Report 

9.3.2 Northern Virginia Alternatives 

The Northern Virginia alternative begins at CFP 109.3 and extends to the Dahlgren Spur at CFP 

62, and encompasses six segments that combine Improved Speed and No Additional Track 

options as shown in Table 9-2. A map of the Northern Virginia Alternatives is shown in Figure 

9-3. 

TABLE 9-2: NORTHERN VIRGINIA BUILD ALTERNATIVE 2A BY SEGMENT 

Segment Milepost Proposed Improvements 

Northern Virginia Segments 

01: Rosslyn to 

Alexandria (ROAF) 

110.0-103.7 Improved Speed Option 

Additional Track 

 Add one track to the east side between the Crystal City station and 

Norfolk Southern rail yard. 

Track Shifts 

 Shift tracks to the east to increase speeds through the curve at MP 109.5 

to 109.4, 109.1 to 109.05, 109.0 to 108.9, 108.55 to 108.5, 108.3 to 

108.25, 107.7 to 107.5, and 106.9 to 106.5. 

 Shift tracks to the west to increase speeds through the curve at MP 109.7 

to 109.5, 109.4 to 109.3, 109.05 to 109.0, 108.9 to 108.8, 108.6 to 108.55, 

108.5 to 108.3, 108.25 to 108.2, 107.8 to 107.7, 107.5 to 107.4, and 105.4 

to 105.3. 

 Shift western two tracks east and eastern track west MP 108.8 to 108.6 to 

increase speeds through the curve. 

Stations 

 Crystal City VRE Station – align track to accommodate VRE platform 

updates2. 

 Alexandria Amtrak Station – the additional track to the east will not affect 

the existing configuration or planned platform updates by VRE. 

Structures 

 Add one track on the east side of the existing bridge over Four Mile Run 

Creek. 

 Construct a new one-track rail bridge on the east side of the existing 

structures over Braddock Road, Commonwealth Avenue, and King Street. 

02: Alexandria to 

Franconia (AFFR) 

103.7-99.0 No Additional Track (minor improvements) Option 

Track Shifts 

 Shift tracks west to increase speed through the curves at MP 103.7 to 

103.4 and 103.2 to 102.7. 

 Shift tracks east to increase speed through the curves at MP 102.6 to 

101.8. 

No stations occur in this segment. 

No structures modifications. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-15 Alternatives Technical Report 

TABLE 9-2: NORTHERN VIRGINIA BUILD ALTERNATIVE 2A BY SEGMENT 

Segment Milepost Proposed Improvements 

03: Franconia to Lorton 

(FRLO) 

99.0-92.6 Improved Speed Option 

Additional Track 

 Add one new track on the east side between Franconia Springfield Station 

and south of Accotink Creek. 

 Add one new track on the west side between Pohick Road and the Lorton 

Station. 

 Add one track to east side between the Lorton Station and Lorton Road. 

Track Shifts 

 Shift tracks to the west to increase speeds through the curve at MP 98.9 

to 98.0, 97.55 to 97.5, and 95.3 to 94.8. 

 Shift tracks west to increase speed through the curve and transition 

additional track from east to west at MP 94.2 to 94.1. 

 Shift tracks west to increase speed through the curve and transition 

additional track from west to east at MP 93.0 to 92.8. 

 Shift tracks east to increase speed through the curve and transition 

additional track from east to west at MP 94.1 to 93.8. 

 Shift tracks east to increase speed through the curve and transition 

additional track from west to east at MP 93.1 to 93.0. 

Stations 

 Franconia VRE Station – align track to accommodate expanded east side 

platform to become a center platform with construction of the third track 

(platform modifications to be constructed by VRE). 

 Modify the pedestrian bridge at Franconia Station to accommodate 

pedestrian access on the east side. 

 Lorton VRE Station – align track to accommodate a longer side platform 

on the east side, and a center platform on west side (platform 

modifications to be constructed by VRE). 

Structures 

 Construct a new one-track rail bridge on the east side of the existing 

structures over Accotink Creek and west side of Pohick Creek. 

 Construct a new one track rail bridge over an unnamed road (MP 96.04 

north of Newington Road) and Newington Road. 

 Add crash walls to accommodate the third track at the FranconiaSpringfield Parkway bridge. 

 Replace the Backlick Road bridge over the tracks to accommodate the 

additional third track. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-16 Alternatives Technical Report 

TABLE 9-2: NORTHERN VIRGINIA BUILD ALTERNATIVE 2A BY SEGMENT 

Segment Milepost Proposed Improvements 

04: Lorton to Powells 

Creek (LOPC) 

92.6-83.4 Improved Speed Option 

Additional Track 

 Add one track to the east side between Lorton Road and Rippon VRE 

Station. 

 Add one track to the west side south of Rippon VRE Station and Powells 

Creek. 

 Modify at-grade crossing at Featherstone Road. 

Track Shifts 

 Shift tracks east to increase speed through the curves at MP 90.6 to 90.2, 

89.6 to 89.3. 

 Shift tracks west to increase speed through the curves and transition 

additional track from east to west at MP 85.6 to 85.5. 

 Shift tracks east to increase speed through the curves and transition 

additional track from east to west at MP 85.5 to 85.4. 

 Shift tracks west to increase speed through the curves at MP 84.5 to 83.9. 

 Shift tracks east to increase speed through the curves and transition 

additional track from west to east at MP 83.6 to 83.4. 

Stations 

 Woodbridge Amtrak/VRE Station – lengthen and widen the center 

platform, and extend the pedestrian bridge to accommodate the additional 

track and provide vertical access to the pedestrian bridge. 

 Rippon VRE Station – align track to accommodate platform with potential 

lengthen and widen of center platform on the east side and extend the 

pedestrian bridge to accommodate the additional track and provide access 

to the east. VRE to add a side platform station on west side. 

Structures 

 Construct new one-track rail bridges on the east side of the existing 

structures over Giles Run, Marumsco Creek, Farm Creek and Unnamed 

Creek (MP 86.6). 

 Construct new two-track rail bridges (includes construction of one track 

on bridge plus space for second track) on the east side of the existing rail 

bridge over Occoquan River, and the west side of the existing bridges 

over Neabsco Creek and Powells Creek. 

 Construct a new single track rail bridge over Lorton Road (Route 642), 

Jefferson Davis Hwy (Route 1) and Furnace Road. 

 Replace the Dawson Beach Road bridge over the tracks to accommodate 

the additional third track. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-17 Alternatives Technical Report 

TABLE 9-2: NORTHERN VIRGINIA BUILD ALTERNATIVE 2A BY SEGMENT 

Segment Milepost Proposed Improvements 

05: Powells Creek to 

Arkendale (PCAR) 

83.4-72.9 No Additional Track (Minor Improvements) Option 

Track Shifts 

 Shift tracks west to increase speed through the curves and transition 

additional track from west to east at MP 83.4 to 83.1. 

 Shift eastern track east to connect to additional track at MP 83.0 to 82.95. 

 Shift tracks west to increase speed through the curves at MP 82.9 to 82.6, 

82.4 to 82.2, 82.2 to 81.6, 79.7 to 79.2, 78.7 to 78.4, 75.9 to 75.5, and 73.3 

to 72.9. 

 Shift tracks east to increase speed through the curves at MP 81.3 to 80.5, 

79.9 to 79.8, 77.9 to 77.3 and 75.3 to 74.7. 

No station or structure modifications. 

06: Arkendale to 

Dahlgren Junction 

(ARDJ) 

72.9-60.7 Improved Speed Option 

Additional Track 

 Add one track to the east side between Brent Point Road and north of 

Courthouse Road. 

 Add one track to the west side between Courthouse Road and Andrew 

Chapel Road. 

 Add one track to the east side past the Brooke Station. 

 Add one track to the west side between Mt Hope Church Road and north 

of Potomac Creek. 

 Add one track to the east side from near Potomac Creek to Leeland Road 

Station. 

 Add one track to the west side between Leeland Road Station and 

Claiborne Run. 

 Add one track to the east between Claiborne Run and White Oak Road. 

 Modify the at-grade crossing at Brent Point Road and Mt Hope Church 

Road to accommodate the additional third track. 

Track Shifts 

 Shift tracks west to increase speed through the curves at MP 72.9 to 72.8, 

65.0 to 64.4, and 63.3 to 62.4. 

 Shift tracks east to increase speed through the curves at MP 70.6 to 70.0, 

67.1 to 66.7, and 61.7 to 61.3. 

 Shift tracks west to increase speed through the curves and transition 

additional track from east to west at MP 69.7 to 69.6, 69.6 to 69.4. 

 Shift tracks east to increase speed through the curves and transition 

additional track from east to west to access platform at MP 67.9 to 67.4. 

 Shift tracks east to increase speed through the curves and transition 

additional track from west to east at MP 68.5 to 68.1, 68.1 to 68.0, and 

66.0 to 65.7. 

 Shift tracks west to increase speed through the curves and transition 

additional track from west to east at MP 65.7 to 65.6. 

Stations 

 Brooke VRE Station – align track to accommodate platform with potential 

lengthening and widening of center platform; VRE to add side platform on 

west side. 

 Leeland VRE Station – align track to accommodate platform with potential 

lengthening and widening of center platform; VRE to add side platform on 

west side. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-18 Alternatives Technical Report 

TABLE 9-2: NORTHERN VIRGINIA BUILD ALTERNATIVE 2A BY SEGMENT 

Segment Milepost Proposed Improvements 

Structures 

 Construct a new rail bridge (includes construction of one track on bridge 

with space for second track) on the east side of the existing structure 

over Aquia Creek and Potomac Creek. 

 Construct a new one-track bridge on the west side over Claiborne Run. 

 Add crash walls to accommodate the third track at Courthouse Road and 

Primmer House Road. 

 Replace Eskimo Hill Road and Leeland Road over the tracks to 

accommodate the additional third track. 

 Construct a new one track rail bridge over Andrew Chapel Road and 

Harrell Road. 

Table Notes: 1. East side or west side is relative to the existing north-south CSXT track alignment. 

 2. VRE station improvements and platform extensions are not included within the DC2RVA project. 

 3. Amtrak station improvements and platform extensions are included in the DC2RVA project. 

 
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ADD ONE TRACK TO THE EAST SIDE

BETWEEN CRYSTAL CITY STATION AND

NORFOLK SOUTHERN RAIL YARD

ALIGN TRACK TO ACCOMMODATE

VRE PLATFORM UPDATES

ADD ONE TRACK ON THE EAST SIDE

OF THE EXISTING BRIDGE OVER

FOUR MILE RUN CREEK

ADD ONE NEW TRACK ON THE

EAST SIDE BETWEEN FRANCONIA

SPRINGFIELD STATION AND SOUTH

OF ACCOTINK CREEK

ALIGN TRACK TO ACCOMMODATE EXPANDED

CENTER PLATFORM ON EAST SIDE OF PLATFORM.

MODIFY PEDESTRIAN BRIDGE TO ACCOMMODATE

PEDESTRIAN ACCESS ON EAST SIDE.

NEW ONE-TRACK RAIL BRIDGE OVER

CINDERBED ROAD AND NEWINGTON ROAD

ADD CRASH WALL TO ACCOMMODATE THIRD

TRACK AT THE FRANCONIA-SPRINGFIELD

PARKWAY BRIDGE

REPLACE BRIDGE OVER TRACKS AT

BACKLICK ROAD TO ACCOMMODATE

THE ADDITIONAL THIRD TRACK

NEW RAIL ONE-TRACK BRIDGE ON

EAST SIDE OF EXISTING STRUCTURE

N O R F O L K

S O U T H E R N

R A I L Y A R D

SHIFT WESTERN TWO TRACKS EAST AND EASTERN

TWO TRACKS WEST TO INCREASE SPEED THROUGH

THE CURVE (CFP 108.8 - CFP 109.1)

FAIRFAX COUNTY

CITY OF 

ALEXANDRIA

ARLINGTON COUNTY

Franconia-Springfield Metro Station

Alexandria Station

Crystal

City

Station

CFP 106

CFP 103

CFP 102

CFP 110

CFP 099

CFP 098

CFP 111

CFP 094

CFP 097

CFP 107

CFP 104

CFP 109

CFP 100

CFP 108

CFP 101

CFP 095

CFP

105

CFP 096

Sheets 1 & 2 Match Line

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-3_1_NOV_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Basemap Source: ESRI World

Topographic Map

Legend

! CSXT Mileposts

Existing Stations

Figure 9-3

Northern Virginia

Alternatives

Track Improvements

Track - Existing

Track - Proposed

Track - Shift

Station and Structure

Improvements

Sheet 1 of 3

!(

BEGIN ALTERNATIVE AREA 1

BEGIN ALTERNATIVE AREA 2

*SEE APPENDIX C*
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-20 Alternatives Technical Report 

9.3.3 Fredericksburg Alternatives 

In Fredericksburg, from CFP 62 at the Dahlgren Spur to CFP 48 just south of the VRE 

maintenance yard at Crossroads, three alternatives are being carried forward to the Draft EIS: 

 Alternative 3A—No Additional Track 

 Alternative 3B—Add a Track on the East 

 Alternative 3C—East Bypass 

Alternative 3A applies the No Additional Track Option to the Fredericksburg area as described 

in Table 9-3. 

TABLE 9-3: FREDERICKSBURG ALTERNATIVE 3A (NO ADDITIONAL TRACK) BY SEGMENT 

Segment Milepost Proposed Improvements 

07: Dahlgren Junction to 

Fredericksburg (DJFB) 

60.7-58.2 No Additional Track (Minor Improvements) Option 

Track Shifts 

 Shift tracks west to increase speed through the curves at MP 60.4 to 59.6 

and 59.4 to 58.9. 

 Shift tracks east to increase speed through the curves at MP 58.7 to 58.5. 

Station 

 Fredericksburg Amtrak/VRE Station – lengthen and widen east and west 

side platforms, add new station facility and parking deck. 

08: Fredericksburg to 

Hamilton (FBHA) 

58.2-55.6 No Additional Track (Minor Improvements) Option 

Track Shifts 

 Shift tracks east to increase speed through the curves at MP 57.9 to 57.6 

and 56.8 to 56.5. 

No stations occur in this segment. 

No structure modifications. 

09: Hamilton to 

Crossroads (HAXR) 

55.6-53.1 No Additional Track (Minor Improvements) Option 

Track Shifts 

 Shift tracks west to increase speed through the curves at MP 55.6 to 

54.8. 

 Shift tracks east to increase speed through the curves at 54.1 to 53.5. 

No station or structure modifications. 

Table Notes: 1. East side or west side is relative to the existing north-south CSXT track alignment. 

2. VRE station improvements and platform extensions are not included within the DC2RVA project. 

3. Amtrak station improvements and platform extensions are included in the DC2RVA project. 

 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-21 Alternatives Technical Report 

Alternative 3B adds an additional track east of the existing track in Segment 7 (DJFB) and then 

continues the No Additional Track Option for segments 8 (FBHA) and 9 (HAXR) as described in 

Table 9-4. 

TABLE 9-4: FREDERICKSBURG ALTERNATIVE 3B (ADDITIONAL TRACK) BY SEGMENT 

Segment Milepost Proposed Improvements 

07: Dahlgren Junction to 

Fredericksburg (DJFB) 

60.7-58.2 Improved Speed Option 

Additional Track 

 Add one track to east side between White Oak Road and south of 

Charles Street. 

Track Shifts 

 Shift tracks west to increase speed through the curves at MP 60.4 to 59.6 

and 59.4 to 58.9. 

 Shift tracks east to increase speed through the curves at MP 58.7 to 58.5. 

Stations 

 Fredericksburg Amtrak/VRE Station – lengthen and widen east platform 

to become center platform, lengthen and widen side platform on west 

side, add new station building and parking deck. 

Structures 

 Construct a new rail bridge (includes construction of one track on 

bridge) on the east side of the existing structure over the Rappahannock 

River. 

 Construct a new single track rail bridge on the east side of the existing 

structure over Claiborne Run. 

 Replace the Butler/White Oak Road and Kings Highway bridges over the 

tracks. 

 Construct a new single track rail bridge at Naomi Road, Sophia Street, 

Caroline Street, Princess Anne Street, and Charles Street. 

08: Fredericksburg to 

Hamilton (FBHA) 

58.2-55.6 No Additional Track (Minor Improvements) Option 

Track Shifts 

 Shift tracks east to increase speed through the curves at MP 57.9 to 57.6 

and 56.8 to 56.5. 

No stations occur in this segment. 

No structure modifications. 

09: Hamilton to 

Crossroads (HAXR) 

55.6-53.1 No Additional Track (Minor Improvements) Option 

Track Shift 

 Shift tracks west to increase speed through the curves at MP 55.6 to 

54.8. 

 Shift tracks east to increase speed through the curves at 54.1 to 53.5. 

No station or structure modifications. 

Table Notes: 1. East side or west side is relative to the existing north-south CSXT track alignment. 

 2. VRE station improvements and platform extensions are not included within the DC2RVA project. 

 3. Amtrak station improvements and platform extensions are included in the DC2RVA project. 

 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-22 Alternatives Technical Report 

The Fredericksburg Alternative 3A represents the No Additional Track Alternative (Figure 9-4). 

The Fredericksburg Alternative 3B will add an additional two track bypass to the east of 

Fredericksburg (Figure 9-5). The Fredericksburg Alternative 3C Bypass Alternative (Figure 9-6) 

includes the same improvements described for Alternative 3A, the No Additional Track 

Alternative, plus the addition of a two track bypass east of Fredericksburg. The existing twotrack corridor and station in downtown Fredericksburg would remain in the city and would 

continue to be served by both passenger and commuter rail. A 13.7-mile, two-track bypass 

would be constructed east of the city between MP 51.6 and MP 61.1 of the main line track. This 

bypass would serve both freight rail and possibly long distance passenger rail trains. 

Additional infrastructure improvements associated with the bypass include: 

 Adding a new main track on the Dahlgren Spur, from its westernmost junction with the 

CSXT main line to the eastern point of the proposed connection with the rail bypass 

(approximately 6.7 miles), and revision of connection to CSXT main line to 

accommodate a second track. 

 Constructing two tracks from the Dahlgren Spur on new alignment (approximately 7 

miles) to the southern connection with the CSXT main line. 

 Adding one track for a single-track wye joining the eastern side of the Dahlgren Spur 

and the new bypass track. 

 Adding one track for a single track wye joining the north side of the main line to the 

south end of the new bypass track. 

 Adding a new two-track rail bridge over the Rappahannock River at MP 6.90 

 Grade crossings (roads and driveways) along the double-tracked portion of the 

Dahlgren Spur will be evaluated in the Tier II EIS to determine if they will remain atgrade, will be grade-separated, or will be closed. 

 Roadway crossings on the new alignment between the Dahlgren Spur and the CSXT 

main line will be grade-separated, relocated, or closed. 

 
§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

Figure 9-4

Fredericksburg

Alternative 3A:

No Additional Track

[ Washington, D.C. Washington, D.C.

Richmond Richmond

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-4_FBPNoTrack_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery Source: ESRI World

Topographic Map

@ 11 x 17 inches

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!(

!(

!(

CONSTRUCTION TURNOUT

AT DAHLGREN JUNCTION

CONSTRUCT CROSSOVERS

AT HAMILTON

STATION PLATFORM

IMPROVEMENTS

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER NAOMIE ROAD

END ALTERNATIVE AREA 3

BEGIN ALTERNATIVE AREA 3

CFP

064

Fredericksburg

Station

Leeland

Road

Station

Spotsylvania

Station

CFP 056

CFP 047

CFP 054

CFQ 002

CFP 062

CFP 058

CFP 053

CFP 055

CFQ 003

CFP 065

CFP 052

CFQ 005

CFQ 000

CFP 048

CFP 050

CFP 057

CFP 063

CFP 049

CFP 051

CFQ 001

CFP 061

CFP 059

CFQ 006

CFQ 004

CFP 060

1 inch = 1 mile

0 0.25 0.5 1

Mile [

Legend

Track - Existing

Track - Shift

Track - Proposed

CITY OF

FREDERICKSBURG

CAROLINE COUNTY

SPOTSYLVANIA COUNTY

STAFFORD COUNTY

Track Improvements

Station and Structure

Improvements

! CSXT Mileposts

!( Existing Stations

Virginia Rail Lines
§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

Figure 9-5

Fredericksburg

Alternative 3B:

Add Main Track

[ Washington, D.C. Washington, D.C.

Richmond Richmond

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-5_FBPAddMain_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery Source: ESRI World

Topographic Map

@ 11 x 17 inches

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

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!

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!

!

!(

!(

!(

ADD ONE NEW TRACK TO THE EAST

BETWEEN WHITE OAK RD AND SOUTH

OF CHARLEST ST

STATION PLATFORM

IMPROVEMENTS

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER NAOMI ROAD

CONSTRUCT A NEW TWO-TRACK

RAIL BRIDGE ON EAST SIDE OF

EXISTING STRUCTURE OVER THE

RAPPAHANNOCK RIVER

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE ON EAST SIDE OF

EXISTING STRUCTURE OVER

CLAIBORNE RUN

REPLACE HIGHWAY BRIDGE

AT KINGS HIGHWAY

REPLACE HIGHWAY BRIDGE

AT BUTLER/WHITE OAK RD

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER SOPHIA STREET

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER CAROLINE STREET

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER PRINCESS ANNE STREET

CONSTRUCT A NEW ONE-TRACK

RAIL BRIDGE OVER CHARLES STREET

Fredericksburg

Station

Leeland

Road

Station

Spotsylvania

Station

END ALTERNATIVE AREA 3

BEGIN ALTERNATIVE AREA 3

CFP 060

CFP 056

CFP 047

CFP 054

CFQ 002

CFP 062

CFP 058

CFP 053

CFP 055

CFQ 003

CFP 065

CFP 052

CFQ 005

CFQ 000

CFP 048

CFP 050

CFP 057

CFP 063

CFP 049

CFP 051

CFQ 001

CFP 061

CFP 064

CFP 059

CFQ 006

CFQ 004

1 inch = 1 mile

0 0.25 0.5 1

Mile [

Legend

Track - Existing

Track - Shift

Track - Proposed

Virginia Rail Lines

CITY OF

FREDERICKSBURG

CAROLINE COUNTY

SPOTSYLVANIA COUNTY

STAFFORD COUNTY

Track Improvements

! CSXT Mileposts

!( Existing Stations

Station and Structure

Improvements
§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

Figure 9-6

Fredericksburg

Alternative 3C:

Two-Track Bypass

[ Washington, D.C. Washington, D.C.

Richmond Richmond

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-6_FBypass_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Imagery Source: 2015 ESRI World

Topographic Map

@ 11 x 17 inches

!

!

!

!

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!

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!(

!(

!(

ADD ONE NEW TRACK TO THE SOUTH

STATION PLATFORM

IMPROVEMENTS

RELOCATE TRACK TO NORTHEAST TO

INCREASE SPEED FROM MP 4.8

TO MP 6.0

ADD WYE CONNECTION

ADD WYE CONNECTION

ADD 7.1 MILE

TWO-TRACK BYPASS

REPLACE BRIDGE AT

COOL SPRINGS ROAD

CONSTRUCT NEW TWO-TRACK

RAIL BRIDGE OVER

RAPPAHANNOCK RIVER

MODIFY AT-GRADE CROSSING

(DEBRUEN LANE)

MODIFY AT-GRADE CROSSING

(HOT TOP ROAD)

MODIFY AT-GRADE

CROSSING (FERRY ROAD)

MODIFY AT-GRADE CROSSING

(FEDERAL DRIVE)

MODIFY AT-GRADE CROSSING

(CLEEK LANE)

MODIFY AT-GRADE CROSSING

(PRIVATE DRIVEWAY)

MODIFY AT-GRADE CROSSING

(PRIVATE DRIVEWAY)

MODIFY AT-GRADE CROSSING

(LITTLE FALLS ROAD)

MODIFY AT-GRADE CROSSING

(FOREST LANE ROAD)

CLOSE DRIVEWAY

CLOSE PATRIOT LANE AT

THE WYE CONNECTION

CONSTRUCT A NEW TWO-TRACK

RAIL BRIDGE OVER MILLS DRIVE

AND UNNAMED POND

CONSTRUCT NEW

BRIDGE OVER

KINGS HIGHWAY

CONSTRUCT NEW BRIDGE

OVER FREDERICKSBURG TURNPIKE

CONSTRUCT NEW BRIDGE

OVER THORNTON ROLLING ROAD

Fredericksburg

Station

Leeland

Road

Station

Spotsylvania

Station

FBP 1.0

FBP 2.0

FBP 6.0

FBP 3.0

FBP 0.0

FBP 4.0

FBP 5.0

END ALTERNATIVE AREA 3

BEGIN ALTERNATIVE AREA 3

CFP 056

CFP 047

CFP 054

CFQ 002

CFP 062

CFP 058

CFP 053

CFP 055

CFQ 003

CFP 065

CFP 052

CFQ

005

CFQ 000

CFP 048

CFP 050

CFP 057

CFP 063

CFP 049

CFP 051

CFQ

001

CFP 061

CFP

064

CFP 059

CFQ 006

CFQ

004

CFP

060

1 inch = 1 mile

0 0.25 0.5 1

Mile [

Legend

Track - Existing

Track - Shift

Track - Proposed

Virginia Rail Lines

CITY OF

FREDERICKSBURG

SPOTSYLVANIA COUNTY CAROLINE COUNTY

STAFFORD COUNTY

Track Improvements

! CSXT Mileposts

Proposed Mileposts

!( Existing Stations

Station and Structure

Improvements
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-26 Alternatives Technical Report 

9.3.4 Central Virginia Alternatives 

The Central Virginia alternative begins at CFP 48 and extends to the Doswell Junction at CFP 

19, and encompasses six segments with Improved Speed Options as shown in Table 9.5. A map 

of the Central Virginia Alternatives in represented in Figure 9-7. 

 TABLE 9-5: CENTRAL VIRGINIA ALTERNATIVE 4A BY SEGMENT 

Segment Milepost Proposed Improvements 

10: Crossroads to 

Guinea (XRGU) 

53.1-47.0 Improved Speed Option 

Additional Track 

 Add one track on west side between Summit Crossing Road and MP 

51.3. 

 Add three tracks on west side and removal of existing tracks between 

MP 51.3 to 51.1. 

 Add one track on west side between MP 51.1 and 50.8.Add one track on 

west side between MP 50.3 to south of Stonewall Jackson Road. 

 Modify the at grade crossing at Summit Crossing Road (Route 668), 

Claiborne Crossing Road (Route 660) and Stonewall Jackson Road 

(Route 606) to accommodate the additional third track. 

Track Shifts 

 Shift tracks west from MP 52.6 to 51.6 to increase speed and transition 

additional track from east to west. 

 Shift tracks to the east and reconstruct a portion of the track to increase 

speeds through the curves at MP 50.6, 49.6, and 48.8. 

No stations occur in this segment. 

No structure modifications. 

11: Guinea to Milford 

(GUMD) 

47.0-38.0 Improved Speed Option 

Additional Track 

 Add one track to west side between south of Stonewall Jackson Road 

and north of Nelson Hill Road. 

 Modify the at grade crossing at Jones Crossing, Woodford Road, 

Woodslane Road, Rixey Road, Paige Road, and Roes Crossing to 

accommodate the additional third track. 

Track Shifts 

Shift tracks to the east to increase speeds through the curve at MP 38.9. 

Shift tracks to the west to increase speeds through the curve at MP 40.2, 

40.7, 41.7, and 45.5. 

No stations occur in this segment. 

Structures 

 Add crash walls to accommodate the third track at Rogers Clark 

Boulevard. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-27 Alternatives Technical Report 

 TABLE 9-5: CENTRAL VIRGINIA ALTERNATIVE 4A BY SEGMENT 

Segment Milepost Proposed Improvements 

12: Milford to North 

Doswell (MDND) 

38.0-23.0 Improved Speed Option 

Additional Track 

 Add one track to west side between north of Nelson Hill Road and 

south of the North Anna River. 

 Modify the at-grade crossing of multiple private roads crossings; and 

Penola Road and Colemans Mill Road to accommodate the additional 

third track. 

Track Shifts 

 Shift tracks to the east to increase speeds through the curve at MP 26.0, 

26.8, 28.3, 29.1, 29.8, 30.4, and 36.2. 

 Shift tracks to the west to increase speeds through the curve at MP 27.4, 

31.4, and 34.9. 

 Transition track from west to east through curve at MP 23.4. 

No stations occur in this segment. 

Structures 

 Construct a new rail bridge (includes construction of one track on bridge 

with space for second track) over Mattaponi River and North Anna 

River. 

 Construct a new one track rail bridge on the west side of the existing 

structure over Polecat Creek. 

 Add crash walls to accommodate the third track at Dry Bridge Road, 

Ruther Glen Road, and I-95. 

13: North Doswell to 

Elmont (NDEL) 

23.0-11.0 

(The Central 

Virginia portion 

of this segment 

extends from 

23.0 to 19.0) 

Improved Speed Option 

Additional Track 

 Add one track to the east side south of North Anna River to north of 

Kings Dominion Boulevard. 

 Add one track to the west side north of Kings Dominion Boulevard to 

Vaughn Road. 

 Modify the at-grade crossing at Doswell Road, Private Crossing 

(Excelsior Mill) to accommodate the additional third track. 

Track Shifts 

 Shift tracks to the west to increase speeds through the curve at MP 20.2. 

No Stations occur in this portion of the segment 

Structures 

 Add crash walls to accommodate the third track at Old Ridge Road. 

 Construct a new one track rail bridge on the west side of the existing 

structure over Taylorsville Road (Route 689) and Elletts Crossing Road 

(Route 641). 

 Construct a new rail bridge (includes construction of one track on bridge 

with space for second track) over Little River. 

 Construct a new single track rail bridge over South Anna River. 

Table Notes: 1. East side or west side is relative to the existing north-south CSXT track alignment. 

 2. VRE station improvements and platform extensions are not included within the DC2RVA project. 

 3. Amtrak station improvements and platform extensions are included in the DC2RVA project. 

 
!

!

!

!

!

!

!

!

!

!

!

!

!

!

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!

!

!

!

!

!

MODIFY AT-GRADE CROSSING

(CLAIBORNE CROSSING ROAD)

MODIFY AT-GRADE CROSSING

(STONEWALL JACKSON ROAD)

MODIFY AT-GRADE CROSSING

(JONES CROSSING)

MODIFY AT-GRADE CROSSING

(WOODFORD ROAD)

MODIFY AT-GRADE CROSSING

(WOODSLANE ROAD)

MODIFY AT-GRADE CROSSING

(RIXEY ROAD)

ADD ONE TRACK TO WEST BETWEEN

SOUTH OF STONEWALL JACKSON ROAD

AND NORTH OF NELSON HILL ROAD

MODIFY AT-GRADE CROSSING

(PAIGE ROAD)

MODIFY AT-GRADE CROSSING

(ROSE CROSSING)

ADD CRASH WALLS TO ACCOMMODATE

THIRD TRACK AT ROGERS CLARK BOULEVARD

ADD ONE TRACK TO WEST BETWEEN

NORTH OF NELSON HILL ROAD AND SOUTH

OF THE NORTH ANNA RIVER

MODIFY AT-GRADE CROSSING

(PENOLA ROAD)

CLOSE AT-GRADE CROSSING

(COLEMANS MILL ROAD)

NEW TWO-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

NEW ONE-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

CAROLINE COUNTY

Sheets 1 & 2 Match Line

CFP 037

CFP 030

CFP 048

CFP 049

CFP 033

CFP 041

CFP 045

CFP 040

CFP 046

CFP 031

CFP 039

CFP 047

CFP 038

CFP 035

CFP 050

CFP 043

CFP 034

CFP 036

CFP 032

CFP 042

CFP 044

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-7_1_CEN_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Basemap Source: ESRI World

Topographic Map

Legend

! CSXT Mileposts

Existing Stations

Figure 9-7

Central Virginia

Alternatives

Track Improvements

Track - Existing

Track - Proposed

Track - Shift

Station and Structure

Improvements

Sheet 1 of 2

!(

BEGIN ALTERNATIVE AREA 4
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-29 Alternatives Technical Report 

9.3.5 Ashland Alternatives 

In Ashland, from CFP 19 at the Doswell Junction to CFP 9 just north of I-295, four alternatives 

are being carried forward to the Draft EIS: 

 Alternative 5A—No Additional Track 

 Alternative 5B—Add a Track on the East Through Ashland 

 Alternative 5C—West Bypass 

 Alternative 5D—Add a Track and Center Three Tracks Through Ashland 

Alternative 5A applies the No Additional Track Option to the Town of Ashland, with the 

Improved Speed (additional track) option applied north and south of the Town as described in 

Table 9-6, and shown in Figure 9–8. 

TABLE 9-6: ASHLAND ALTERNATIVE 5A BY SEGMENT 

Segment Milepost Proposed Improvements 

13: North Doswell to 

Elmont (NDEL) 

23.0-11.0 

(the Ashland 

portion of this 

segment is 19.0 

to 11.0) 

Improved Speed Option 

Additional Track 

 Add one track to the east side south of North Anna River to north of 

Kings Dominion Boulevard. 

 Add one track to the west side north of Kings Dominion Boulevard to 

Vaughn Road. 

 No Additional Track between Vaughn Road and Ashcake Road. 

 Add one track to the west wide between Ashcake Road and Cedar Lane. 

 Modify the at grade crossing at Vaughn Road, Ashcake Road, Gwathmey 

Church Road, Elmont Road and Cedar Lane to accommodate the 

additional third track. 

Stations 

 Ashland Amtrak Station – lengthen and widen platforms, provide gradeseparated pedestrian access between the platforms, and add a station 

shelter and parking. 

14: Elmont to Greendale 

(ELGN) 

11.0-6.3 

(Ashland Area 

extends from 

11.0 to 9.0 in 

this Segment) 

Improved Speed Option 

Additional Track 

 Add one track on the west side between Cedar Lane and south of 

Hungary Road. 

 Modify the at grade crossing at Mill Road (Route 626), Mountain Road, 

and Hungary Rd (Route 682) to accommodate the additional third track. 

Track Shifts 

 Shift tracks to the east to increase speeds through the curve at MP 6.6. 

No stations occur in this segment. 

Structures 

 Construct a new single track rail bridge on the west side of the existing 

structure over Chickahominy River. 

 Add crash walls to accommodate the third track at Greenwood Road. 

Table Notes: 1. East side or west side is relative to the existing north-south CSXT track alignment. 

2. VRE station improvements and platform extensions are not included within the DC2RVA project. 

3. Amtrak station improvements and platform extensions are included in the DC2RVA project. 
§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

Figure 9-8

Ashland

Alternative 5A:

No Additional Track

[ Washington, D.C. Washington, D.C.

Richmond Richmond

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-8_ABPNoTrack_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Basemap Source: ESRI World

Topographic Map

@ 11 x 17 inches

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REALIGN AND PROVIDE GRADE

SEPARATION AT VAUGHAN RD

REALIGN AND PROVIDE GRADE

SEPARATION AT ASHCAKE RD;

ADD CONNECTOR ROAD TO

CENTER ST

LENGTHEN AND WIDEN TWO

EXISTING PLATFORMS; CONSTRUCT

NEW CARETAKER STATION BUIDING

& PEDESTRIAN BRIDGE

Ashland

Station

CFP 020

CFP 010

CFP 019

CFP 011

CFP 013

CFP 017

CFP 015

CFP 021

CFP 008

CFP 014

CFP 012

CFP 016

CFP 018

CFP 022

CFP 009

1 inch = 1 mile

0 0.25 0.5 1

Mile [

Legend

Track - Existing

Track - Shift

Track - Proposed

Virginia Rail Lines

CAROLINE COUNTY

HANOVER COUNTY

Track Improvements

! CSXT Mileposts

!( Existing Stations

Station and Structure

Improvements

TOWN OF

ASHLAND

ADD ONE TRACK TO

WEST SIDE NORTH OF

KINGS DOMINION BLVD

TO VAUGHN ROAD

MODIFY AT-GRADE CROSSING

(EXCELSIOR MILL)

MODIFY AT-GRADE CROSSING

(DOSWELL ROAD)

ADD CRASH WALLS TO ACCOMMODATE

THIRD TRACK AT OLD RIDGE ROAD

NEW ONE-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

(TAYLORSVILLE ROAD)

NEW TWO-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

(LITTLE RIVER)

NEW TWO-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

(SOUTH ANNA RIVER)

NEW ONE-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

(ELLETTS CROSSING ROAD)

ADD ONE TRACK ON WEST SIDE

BETWEEN CEDAR LANE AND

SOUTH OF HUNGARY ROAD

MODIFY AT-GRADE CROSSING

(MILL ROAD)

MODIFY AT-GRADE CROSSING

(MOUNTAIN ROAD)

NEW TWO-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

(CHICKAHOMINY RIVER)

ADD CRASH WALLS TO ACCOMMDATE

THIRD TRACK AT GREENWOOD ROAD

ADD ONE TRACK TO WEST

SIDE BETWEEN GWALTHMEY

CHURCH ROAD AND CEDAR LANE

MODIFY AT-GRADE CROSSING

(CEDAR LANE)

MODIFY AT-GRADE CROSSING

(ELMONT ROAD)

MODIFY AT-GRADE CROSSING

(GWALTHMEY CHURCH ROAD)

BEGIN ALTERNATIVE AREA 5

END ALTERNATIVE AREA 5
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-31 Alternatives Technical Report 

Ashland Alternative 5B is similar to 5A, but continues the additional third track through the 

Town of Ashland from Vaughn Road to Ashcake Road on the east side of the existing two 

tracks. The new track would eliminate a portion of the travel lane of east Center Street. The east 

platform of the station would be widened to become an island platform, and the gradeseparated pedestrian structure continued across the new track to the east. The additional track 

on the east would shift outward at the station to provide sufficient room for the island station 

platform. Figure 9-9 shows the additional track in Ashland at the station. 

Alternative 5C is the Bypass Alternative and includes the same improvements described for 

Alternative 5A except through the town of Ashland (Figure 9-8). The bypass would diverge 

from the main line at MP 18.2 north of Ashland and include a two-track, 8.75-mile bypass west 

of the town of Ashland (Figure 9-10). The southern limit of the bypass is at MP 11.6 south of 

Ashland. This bypass would serve both freight and long distance passenger rail trains that do 

not serve the Ashland station. The existing two track corridor and Amtrak station in downtown 

Ashland continue to be served by Northeast Regional (Virginia/SEHSR) passenger trains. There 

would be a third track added at the north and south end of the Ashland area (MP 19 to 18.2 and 

MP 11.6 to 9.0, respectively) 

Additional infrastructure improvements associated with the bypass include: 

 Constructing new bridges over two crossings of Falling Creek. 

 Roadway crossings on the new bypass alignment will be grade-separated, relocated, or 

closed. 

Alternative 5D is similar to Alternative 5B, continuing the additional third track through the 

Town of Ashland from Vaughn Road to Ashcake Road on the east of the existing two tracks – 

however the three tracks are shifted slightly to the west so as to be centered on Center Street. 

Centering the tracks through Town maintains one travel lane on each side of the three tracks 

along most of Center Street. The existing downtown station is removed. Figure 9-11 shows the 

three tracks centered through Ashland. 

DRPT is also proposing to evaluate an additional station option in Ashland, developing a new 

station on the east side of the tracks just south of Ashcake Road. This new station location 

would replace the existing downtown station in Alternatives 5A, 5B, 5C, and 5D. 

 
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ADD CRASH WALLS

NEW ONE-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

TOWN OF

ASHLAND

ADD ONE TRACK TO

WEST SIDE NORTH OF

KINGS DOMINION BLVD

TO VAUGHN ROAD

ADD ONE TRACK TO EAST

SIDE BETWEEN VAUGHN

ROAD AND GWALTHMEY

CHURCH ROAD

ADD ONE TRACK TO WEST

SIDE BETWEEN GWALTHMEY

CHURCH ROAD AND CEDAR LANE

MODIFY AT-GRADE CROSSING

(CEDAR LANE)

MODIFY AT-GRADE CROSSING

(ELMONT ROAD)

MODIFY AT-GRADE CROSSING

(GWALTHMEY CHURCH ROAD)

MODIFY AT-GRADE CROSSING

(ASHCAKE ROAD)

MODIFY AT-GRADE CROSSING

(FRANCIS STREET)

MODIFY AT-GRADE CROSSING

(MYRTLE STREET)

MODIFY AT-GRADE CROSSING

(ENGLAND STREEET)

CLOSE AT-GRADE CROSSING

(COLLEGE AVENUE/HENRY

CLAY ROAD)

MODIFY AT-GRADE CROSSING

(WEST PATRICK STREET)

NEW ONE-TRACK RAIL BRIDGE TO THE

WEST SIDE OF THE EXISTING STRUCTURE

LENGTHEN AND WIDEN TWO

EXISTING PLATFORMS; CONSTRUCT

NEW CARETAKER STATION BUILDING,

PARKING GARAGE, AND PEDESTRIAN

BRIDGE

REALIGN AND PROVIDE GRADE

SEPARATION AT ASHCAKE RD;

ADD CONNECTOR ROAD TO

CENTER ST

REALIGN N. RAILROAD AVENUE BETWEEN

SMITH STREET AND WEST PATRICK STREET

TO ACCOMODATE FOR THIRD TRACK

CLOSE NORTH AND SOUTH

RAILROAD AVE BETWEEN

WEST PATRICK ST AND

ASHCAKE ROAD TO

ACCOMMODATE THE NEW

THIRD TRACK

HANOVER COUNTY

CAROLINE COUNTY

HENRICO COUNTY

Ashland Station

CFP 020

CFP 010

CFP 019

CFP 023

CFP 011

CFP 013

CFP 017

CFP

015

CFP 021

CFP 024

CFP 014

CFP 012

CFP 016

CFP 018

CFP 022

CFP 009

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-9_AshlandAddMain_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Basemap Source: ESRI World

Topographic Map

Legend

! CSXT Mileposts

Existing Stations

Figure 9-9

Ashland

Alternative 5B:

Add Main Track

Track Improvements

Existing Track

Proposed New Track

Proposed Shifted Track

Station and Structure

Improvements

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

[ Washington, D.C. Washington, D.C.

Richmond Richmond

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BEGIN ALTERNATIVE AREA 5

END ALTERNATIVE AREA 5
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TOWN OF

ASHLAND

MODIFY AT-GRADE CROSSING

(MOUNTAIN ROAD)

ROAD GRADE CROSSING AT

BLUNTS BRIDGE ROAD

HANOVER COUNTY

HENRICO COUNTY

CONSTRUCT A NEW CULVERT

AT FALLING CREEK

ROAD GRADE CROSSING AT

WASHINGTON HIGHWAY

ROAD GRADE CROSSING AT

WEST PATRICK HENRY ROAD

ROAD GRADE CROSSING AT

YOWELL ROAD

ROAD GRADE CROSSING AT

ELMONT ROAD

ROAD GRADE CROSSING AT

ASHCAKE ROAD

CLOSE CROSSING

(FARMERS INN LANE)

CLOSE CROSSING

(INDEPENDENCE RD)

CLOSE CROSSING

(QUAILWOOD LANE)

LENGTHEN AND WIDEN TWO EXISTING PLATFORMS;

CONSTRUCT NEW CARETAKER STATIONG BUILDING,

PARKING GARAGE, AND PEDESTRIAN BRIDGE

Ashland Station

CFP 020

CFP 010

CFP 019

CFP 023

CFP 011

CFP 013

CFP 017

CFP 015

CFP 021

CFP 024

CFP 014

CFP 012

CFP 016

CFP 018

CFP 022

CFP 009

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

1 inch = 1 mile

@ 11 x 17 inches

[ 0 0.25 0.5 1

Mile

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-10_ASBP_11x17_ATR_BW.mxd | Last Updated: 09.19.2016

Basemap Source: ESRI World

Topographic Map

Legend

! CSXT Mileposts

Existing Stations

Figure 9-10

Ashland

Alternative 5C:

Two-Track Bypass

Track Improvements

Existing Track

Proposed New Track

Proposed Shifted Track

Station and Structure

Improvements

§ ̈¦95

§ ̈¦64

§ ̈¦66

§ ̈¦295

§ ̈¦395

§ ̈¦195

§ ̈¦95

§ ̈¦495

Richmond Richmond

[ Washington, D.C. Washington, D.C.

Richmond Richmond

(!

BEGIN ALTERNATIVE AREA 5

END ALTERNATIVE AREA 5
3 3 3

3

3

3

3 CFP 109.3

A 011

CFP 110

CFP 009

CFP 062

CFP 019

CFP 048

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Alt_Tech_Report\DC2RVA_9-11_AlternativeAreas_8.5x11_AltTech_BW.mxd | Last Updated: 08.11.2016

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[

06 12

Miles

1 inch = 12 miles

@ 8.5 x 11 inches

Figure 9-11

Basemap Source: 2015 USGS

Topographic Map

A-Line

S-Line

Doswell

Centralia

Arlington

Richmond

W A S H I N G T O N , D . C .

M A R Y L A N D

Potomac River

Corridor Areas

with Individual

Build Alternatives

Town of

Ashland

City of

Fredericksburg

Corridor Areas with

Individual Build

Alternatives

Area 1: Arlington

(Long Bridge

Approach) (CFP

110 - CFP 109.3); 3

Build Alternatives

Area 2: Northern

Virginia (CFP 109.3

- 62); 1 Build

Alternative

Area 3:

Fredericksburg and

Bypass (CFP 62 -

CFP 48); 3 Build

Alternatives

Area 4: Central

Virginia (CFP 48 -

CFP 19); 1 Build

Alternative

Area 5: Ashland

and Bypass (CFP 19

- CFP 9); 5 Build

Alternatives

Area 6: Richmond

(CFP 9 - A 011,

Centralia); 7 Build

Alternatives

Legend 3

CSXT Mileposts

Virginia Rail Lines
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-35 Alternatives Technical Report 

9.3.6 Richmond Alternatives 

The seven Richmond alternatives cover an area from Greendale to Centralia. The alternatives 

provide varying combinations of single stations and two station options. Two station 

alternatives categorize service options as Split, Full, or Shared service depending on the mix of 

long distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger service to each station. If there is only one station, all passenger 

trains would stop at that station (not including the Auto Train). See Section 5.6 for additional 

details and related figures for all Richmond Alternatives listed below. 

Richmond area alternatives are: 

 Single Station Options 

– Alternative 6A—Staples Mill Road Station (via A-line) 

– Alternative 6B—Boulevard Station (via A-line or S-line) 

– Alternative 6C—Broad Street Station (via A-line) 

– Alternative 6D—Main Street Station (via S-line) 

 Two Station Options 

– Alternative 6E—Staples Mill Road and Main Street Stations Combined—Split Service 

(via S-line) 

– Alternative 6F—Staples Mill Road and Main Street Stations Combined—Full Service 

(via A-line) 

– Alternative 6G—Staples Mill Road and Main Street Stations Combined—Shared 

Service (via A-line and S-line) 

Track infrastructure and other track improvements are identified based on current and 

projected passenger and freight train operations including stations served. Station facility 

improvements, including potential new stations and expansion of station facilities such as 

parking, will be addressed in the Tier II Draft EIS. Potential changes in service (train stop 

frequency and schedules) will also be addressed during development of the Tier II Draft EIS 

and in the DC2RVA Service Development Plan. 

9.3.6.1 Alternative 6A — Staples Mill Road Station 

All passenger trains moving north-south through Richmond would be routed through Staples 

Mill Road Station to Centralia using the A-Line. The Northeast Regional (Virginia) service to 

Newport News would continue from Staples Mill Road Station past Main Street Station on the 

Peninsula Subdivision. The Main Street Station would be closed. 

Rail infrastructure improvements include: 

 Adding a third main track from the north (RF&P subdivision) to Acca Yard. 

 Modifying Staples Mill Road Station to provide one low level island boarding platform 

and one level island platform, and add a new station facility and additional parking 

facilities. 

 Improving the existing two main tracks from Acca Yard to AM Junction. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-36 Alternatives Technical Report 

 Adding a second main track on the existing elevated rail structure on the east side of 

Main Street Station from AM Junction to Rivanna Junction. 

 Adding a third main track on the A-Line from Meadows (south of the James River) to 

Centralia. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track. 

 Overnighting and servicing passenger trains originating from Richmond at the station. 

9.3.6.2 Alternative 6B — Boulevard Station 

Boulevard station can be reached through the A-line or the S-line. In the A-line alternative, all 

Long Distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger trains moving north-south through Richmond would be routed 

through a new Boulevard Station and then to Centralia using the A-Line and an elevated loop 

track. The Northeast Regional (Virginia) service to Newport News would continue from the 

new Boulevard Station on the Peninsula Subdivision. Both the Staples Mill Road Station and 

Main Street Station would be closed. 

Rail infrastructure improvements for the A-line Alternative include: 

 Adding a third main line track from the north (RF&P subdivision) to Acca Yard. 

 Adding a two-track bypass on the east side of Acca Yard. 

 Adding a new Boulevard Station adjacent to the main line tracks with one low-level 

island platform and one high-level island platform. 

 Adding a third main track from Acca Yard to AM Junction. 

 Adding a new wye track near Hospital Street to turn passenger trains. 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding a third main track on the A-Line from Meadows (south of the James River) to 

Centralia. 

 Replacing road overpasses that have insufficient vertical and horizontal clearance for the 

new track, including Boulevard Street overpass. 

 Overnighting passenger trains originating at Richmond at the station and servicing the 

trains at the station or at Staples Mill service platform. 

In the Boulevard Station S-line alternative, all Long Distance, Interstate Corridor 

(Carolinian/SEHSR), and Northeast Regional (Virginia/SEHSR) passenger trains moving 

north-south through Richmond would be routed through a new Boulevard Station and then to 

Centralia using the S-Line. The Northeast Regional (Virginia) service to Newport News would 

continue from the new Boulevard Station on the Peninsula Subdivision. Both the Staples Mill 

Road Station and Main Street Station would be closed. 

Rail infrastructure improvements for the S-line Alternative include: 

 Adding a third main track from the north (RF&P subdivision) to Acca Yard. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-37 Alternatives Technical Report 

 Adding a two-track bypass on the east side of Acca Yard. 

 Adding a third main track from Acca Yard to AM Junction. 

 Adding a new wye track near Hospital Street to turn passenger trains. 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding one level boarding island platform and one low level boarding side platform. 

All platforms 1,200- foot long and extending under Boulevard. 

 Constructing a new station facility with parking northeast of Boulevard and the S-line. 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new rail bridge on the S-Line across the James River from the Triple Rail 

Crossing (with one track on the bridge and space for a second track). 

 Adding a second main track on the S-Line from the James River to Centralia. 

 Adding a new 12,000-foot staging track extending south from the South Yard. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track. 

9.3.6.3 Alternative 6C — Broad Street Station 

All passenger trains moving north-south through Richmond would be routed through a new 

Broad Street station on a loop track and then to Centralia using the A-Line. The Northeast 

Regional (Virginia) service to Newport News would continue from the new Broad Street Station 

loop track on the Peninsula Subdivision. Both the Staples Mill Road Station and Main Street 

Station would be closed. 

Rail infrastructure improvements include: 

 Adding a third main line track from the north (RF&P subdivision) to Acca Yard. 

 Adding a loop track, similar to the historic loop track that once served the station. The 

loop track would enclose the area currently used for the Washington Redskins Football 

Team summer training camp, and require demolition of several existing buildings. 

 Constructing a new station and extended platforms adjacent to the historic Broad Street 

Station (now the Virginia Museum of Science). 

 Adding a third main track on the A-Line from Meadows (south of the James River) to 

Centralia. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track 

 Overnighting and servicing passenger trains originating from Richmond at the station. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-38 Alternatives Technical Report 

9.3.6.4 Alternative 6D — Main Street Station 

All long distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger trains moving north-south through Richmond would be routed to 

the west side of Main Street Station and then to Centralia using the S-Line. The Northeast 

Regional (Virginia) service to Newport News would continue from the east side of Main Street 

Station on the Peninsula Subdivision. The Staples Mill Road Station would be closed. 

Rail infrastructure improvements in the Richmond area include: 

 Adding a third main track from the north (RF&P subdivision) to Acca Yard. 

 Adding a two-track bypass on the east side of Acca Yard. 

 Adding a third main track from Acca Yard to AM Junction. 

 Adding a new wye track near Hospital Street to turn passenger trains. 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding two elevated low level side platforms on the west side (extending 1,200 feet) 

and an additional elevated low level side platform on the east side (extending 850 feet) 

of Main Street Station. 

 Adding additional parking facilities. 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new rail bridge on the S-Line across the James River from the Triple Rail 

Crossing (with one track on the bridge and space for a second track). 

 Adding a second main track on the S-Line from the James River to Centralia. 

 Adding a new 12,000-foot staging track extending south from the South Yard. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track. 

9.3.6.5 Alternative 6E — Staples Mill Road and Main Street Stations Combined—

Split Service 

All long distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger trains moving north-south through Richmond would be routed 

through Staples Mill Road Station to Centralia using the A-Line, bypassing Main Street Station. 

Newport News trains would continue to access the S-Line as they do now at AY interlocking, 

but would benefit from the additional track capacity proposed north of AY on the A-Line and 

track improvements south of AY on the S-Line, as described below. The Northeast Regional 

(Virginia) service to Newport News would continue from the east side of Main Street Station on 

the Peninsula Subdivision. 

Rail infrastructure improvements include: 

 Adding a third main line track from the north (RF&P subdivision) to Acca Yard. 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-39 Alternatives Technical Report 

 Modifying Staples Mill Road Station to provide one low level island platform and one 

high-level island platform. 

 Improving the two main line tracks from Acca Yard to AM Junction. 

 Adding a new wye near Hospital Street to turn passenger trains. 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding an elevated second low level side platform on the east side of Main Street 

station, extending 850 feet. 

 Adding a second main track on the existing elevated rail structure on the east side of 

Main Street Station from AM Junction to Rivanna Junction. 

 Adding a third main line track on the A-Line from Meadows (south of the James River) 

to Centralia. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track. 

9.3.6.6 Alternative 6F — Staples Mill Road and Main Street Stations Combined—

Full Service 

All long distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger trains moving north-south through Richmond will be routed 

through Staples Mill Road Station to the west side of Main Street Station and then to Centralia 

using the S-Line. The Northeast Regional (Virginia) service to Newport News would continue 

to the east side of Main Street Station on the Peninsula Subdivision. 

Rail infrastructure improvements include: 

 Adding a third main track from the north (RF&P subdivision) to Acca Yard. 

 Modifying Staples Mill Road Station to relocate boarding platforms to the east side of 

the existing main with one low level island platform and one high-level island platform. 

 Adding a two-track bypass on the east side of Acca Yard. 

 Adding a third main track from Acca Yard to AM Junction. 

 Adding a new wye track near Hospital Street to turn passenger trains. 

 Adding a new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding two low level side platforms on the west side (extending 1,200 feet) and an 

additional low level side platform on the east side (extending 850 feet) of Main Street 

Station. 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side. 

 Adding a new rail bridge designed wide enough to carry two tracks and built with 

substructures for two tracks, and superstructures and bridge spans estimated and built 
ALTERNATIVES RECOMMENDED FOR FURTHER STUDY 

D.C. to Richmond Southeast High Speed Rail 9-40 Alternatives Technical Report 

for only one track on the S-Line across the James River (with one track on the bridge and 

space for a second track). 

 Adding a second main track on the S-Line from the James River to Centralia. 

 Adding a new 12,000-foot staging track extending south from the South Yard. 

 Replacing approximately seven road overpasses with insufficient vertical and horizontal 

clearance for the new track. 

9.3.6.7 Alternative 6G — Staples Mill Road and Main Street Stations Combined—

Shared Service 

All long distance, Interstate Corridor (Carolinian/SEHSR), and Northeast Regional 

(Virginia/SEHSR) passenger trains moving north-south through Richmond would be routed 

through Staples Mill Road Station either to the west side of Main Street Station and then to 

Centralia using the S-line, or to Centralia using the A-line, bypassing Main Street Station. The 

Northeast Regional (Virginia) service to Newport News would continue from the east side of 

Main Street Station on the Peninsula Subdivision. 

Rail infrastructure improvements include: 

 Adding a third main track from the north (RF&P subdivision) to Acca Yard. 

 Modifying Staples Mill Road Station to add boarding platforms to the east side of the 

existing main tracks with one low level island platform and one high-level island 

platform and extend and widen platforms on the west. 

 Adding a two-track bypass on the east side of Acca Yard. 

 Adding a third main track from Acca Yard to AM Junction. 

 Adding a new wye track near Hospital Street to turn passenger trains. 

 Adding new passenger layover/servicing facility near Brown Street Yard with three 

tracks. 

 Adding two low level side platforms on the west side (extending 1,200 feet) and an 

additional low level side platform on the east side (extending 850 feet) of Main Street 

Station. 

 Adding a second main track on the existing elevated rail structure on both the east and 

west side of Main Street Station from AM Junction to Rivanna Junction on the east side 

and to the Triple Rail Crossing on the west side 

 Adding a new rail bridge on the S-Line across the James River (with one track on the 

bridge and space for a second track). 

 Adding a second main track on the S-Line from the James River to Centralia. 

 Adding a new 12,000-foot staging track extending south from the South Yard. 

 Replacing road overpasses with insufficient vertical and horizontal clearance for the 

new track. 
D.C. to Richmond Southeast High Speed Rail 10-1 Alternatives Technical Report

REFERENCES 

The following provides a list of references cited throughout the Alternatives Technical Report. 

In addition, Chapter 4 provides an overview of some of the previous and ongoing rail planning 

studies in the DC2RVA corridor and adjacent sections of the larger SEHSR corridor. A detailed 

list of previous and ongoing studies reviewed for the DC2RVA project is provided as Appendix 

D. 

Federal Register. 40 CFR part 1500 et seq. Implementing NEPA and FRA’s Procedures for 

Considering Environmental Impacts (64 FR 28545). Volume 64, Issue 101-- May 26, 1999. 

Federal Register. 49 CFR Rule 236.509. Two or More Locomotives Coupled. 

Georgia Department of Transportation. March 2012. High Speed Rail Planning Services, Final 

Report. 

Lazo, Luz. 26 July 2016 Washington Post. $11.7 Million Project Will Expand Bus Capacity at the 

King Street- Old Town Metro Station.

May, A. 1990. Traffic Flow Fundamentals. ISB 0-13-926072-2. Englewood Cliffs, New Jersey. 

National Railroad Passenger Corporation. May 1999. Potential Improvements to the Washington—

Richmond Railroad Corridor. Washington, D.C.

National Railroad Passenger Corporation. “Amtrak Station Program and Planning Guidelines – 

2013”, accessed May 13, 2015, 

http://www.greatamericanstations.com/downloads/station-planning-and-programguidelines_secure. 

U.S. Department of Transportation. 2008. Passenger Rail Investment and Improvement Act (PRIIA).

Washington, D.C. 

U.S. Department of Transportation – Federal Highway Administration. 2002. “Southeast High 

Speed Rail (SEHSR) Tier I Final Environmental Impact Statement.” 

10
D.C. to Richmond Southeast High Speed Rail 10-2 Alternatives Technical Report

U.S. Department of Transportation – Federal Highway Administration. Section 4(f) of The 

Department of Transportation Act (DOT Act) (49 U.S.C.§303) of 1966. Revised August, 2005. 

Washington D.C. 

U.S. Department of Transportation. 1992. Intermodal Surface Transportation Act (ISTEA). 

Washington, D.C.

U.S. Environmental Protection Agency. 2009. International Climate and Land Use Scenarios 

(ICLUS) Baseline Population Projections.

Virginia Department of Rail and Public Transportation. 2003. Richmond Area Rail Master Plan—

Phase I. Richmond, VA.

Virginia Department of Rail and Public Transportation. 2015. Decision Brief: Alternatives 

Considered but Dismissed, Richmond to Doswell, VA - Supplemental documentation for the 

SEHSR Tier I EIS. Richmond, VA. 

Virginia Department of Rail and Public Transportation. 2004. Washington D.C to Richmond Third 

Track Conceptual Location Study. Richmond, VA. 

Virginia Department of Rail and Public Transportation. 2006. Washington D.C to Richmond Third 

Track Feasibility Study. House Document No. 78. Richmond, VA. 

Virginia Department of Rail and Public Transportation. 2010. Richmond/Hampton Roads 

Passenger Rail Project, accessed November 10, 2015, http://www.rich2hrrail.info/. Ha 

Virginia Geospatial Extension Program (VGEP). Urban Tree Canopy Analysis of Virginia 

Localities, accessed November 10, 2015, http://gep.frec.vt.edu/va_utc.html. 

Washington Metropolitan Area Transit Authority. June 2009. Feasibility Study of Real Time 

Parking Information at Metrorail Parking Facilities (Virginia Stations). Washington, D.C.